http://img513.imageshack.us/img513/797/80981729.jpg
Official Chennai Metro Website (http://chennaimetrorail.gov.in/)


Project Introduction

Phase I of the Chennai metro includes 2 lines totaling 45.1 kms. It is slated to be completed by 2014. The first section of line 1 between the Airport and Teynampet (14 kms) will be thrown open to commuters around late 2012. In Phase 1, The Chennai Metro Rail Corp is going to procure 42 train sets with a a 4 car configuration.

55% of Phase I will be underground with the rest being elevated. There will be 34 stations with 15 being elevated and the rest 19 underground. The Chennai Central and St. Thomas Mount will serve as interchange stations for both corridors. The metro will be fully integrated with other forms of transportation - the Indian railways, the airport, bus terminal and the suburban mass transit system (MRTS).

Short Movie/Walk-through
4g9CeRBfGZE

Alignment

Line # Route Length (kms) Stations
Line 1 Washermanpet - Chennai Airport 23.1 17
Line 2 Chennai Central - St. Thomas Mount 22 17


The Chennai Metro Corporation is considering to extend line 1 to Tiruvottiyur in Phase I itself. With this 9 km extension, phase I will total 54kms.

Map:
http://img850.imageshack.us/img850/1939/chennai1.jpg


Official Map:
http://img201.imageshack.us/img201/2465/27ynxo3.jpg (http://img248.imageshack.us/img248/2465/27ynxo3.jpg)


The Deputy CM of Tamil Nadu laid the foundation stone in June 2009-
http://img140.imageshack.us/img140/1439/tm100609e1010120cni.jpg

http://img26.imageshack.us/img26/9207/28050332.jpg


Rolling Stock - by Alstom
http://img59.imageshack.us/img59/3915/alstomchennaimetro1.jpg


Station Designs:

St. Thomas Mount - Integrated MRTS and Metro Station

http://i27.tinypic.com/1saxrr.jpg


Chennai International Airport

http://img526.imageshack.us/img526/373/15770272.jpg


For the latest updates, head to the last page of the thread.

Corridors
According to the Detailed project report submitted by the DMRC, there are two lines planned:

Line 1: Washermanpet - Mannadi - Chennai Fort - Chennai Central - Chennai Egmore - Thousand Lights - Gemini flyover - Teynampet - Nandanam - Saidapet - Little Mount - Guindy - Alandur - Meenambakkam - Chennai International Airport
Length: 23.2km (11km underground)

Line 2: Chennai Fort - Chennai Central - Vepery - Shenoy Nagar - Anna Nagar - Thirumangalam - Arumbakkam - CMBT - Vadapalani - Ashok Nagar - KK Nagar - Guindy Estate - Alandur - St Thomas Mount
Length: 23.3km (9km underground)


Stations
Stations will be placed at an average distance of 1.25km on both the lines.


Inter Modal transit facilities
The metro corridors would provide connection with various other transport systems in the city:

Chennai suburban railway network: Washermanpet, Chennai Fort, Chennai Central, Chennai Egmore, Guindy, St Thomas Mount
Chennai MRTS network: Chennai Fort, St Thomas Mount
Chennai MTC bus terminuses: Broadway bus terminus, Chennai Central, Chennai Egmore, Anna Nagar, CMBT, Vadapalani, KK Nagar, DMS, Saidapet, Guindy
Chennai International Airport

http://img220.imageshack.us/img220/6015/36184501bk5ij9.jpg (http://imageshack.us)



Indian Express, 10 November

Chennai Metro's Unique:

Both the corridors will have direct links to commuters
of
Suburban trains, M.R.T.S trains,
Central Station, Egmore Station,
Koyambedu bus terminus.

U/G boring will be Japanese Technology
Both the corridors will have 20.5 Km
Underground..

14 Km from Washermenpet and Saidapet in Corridor 1 and
6.0 Km in Corridor 2 between Shenoy Nagar
and Anna Nagar.

Anna Salai
No digging..

Tunnels:
From Washermenpet will move 12 metres below the road
surface and
there will be no hindrance to road traffic.

Elevated:
Even for elevated structure only one pillar unlike

twin pillars of the MRTS with a width of
2m along the median,
expandable by another metre during piling.

Stations:
One station for every 1.25 Km.

Corridor 1:
Washermenpet, Mannadi,Fort,Central,
Egmore,L.I.C,Thousand Lights, Gemini,
Teynampet, Chamiers Road Jn, Saidapet, Halda Jn,
Guindy, Alandur, Meenambakkam, Trisulam.

Corridor 2:
Fort, Central, Vepery, KMCH,Aminjikarai,
Shenoy Nagar, Anna Nagar 1, Anna Nagar 2,
Thirumangalam, Arumbakkam, CMBT, Vadapalani,
Ashok Nagar, KK Nagar, SIDCO,Alandur, St Thomas Mount.

[URL=http://imageshack.us]http://img98.imageshack.us/img98/5236/chennaimetromrtsrailwayhm9.png

Whats the difference between a MRTS and metro? I thought both were the same. In metro you would have airconditioned trains with automatic doors and other advance technologies. It is a urban mode of transport. Chennai MRTS uses local trains/ EMUs manufactured in India and it does not have some of the these train technologies. If I am not wrong Delhi metro and Mumbai metro were also called MRTS before in the press and by government officials and later called a metro.

Well a Metro is one where the gauge is used specific for only that purpose. So to say the Chennai MRTS is a real Metro (with local EMUs used) since they do not share this line with any other trains except these. Chennai's Central-Gummudipoondi EMU line is shared by other fast trains/passenger trains is not a metro line.

However the initiative in all cities is an integrated metro where all this done separately by faster more efficient trains with higher standards than EMU in terms of comfort. we may never know if they are planning to use the same metro trains for thr MRTS stretch too later so it will all be a composite Metro structure.

Thanks vmukund

I hope they create an integrated metro were the newly constructed mrts becomes a part of the newly proposed metro and is classifed as a metro

Thanks vmukund

I hope they create an integrated metro were the newly constructed mrts becomes a part of the newly proposed metro and is classifed as a metro


I would be very happy if they run fully airconditioned trains on mrts route.or provide more first class carriages fully airconditioned and charge twice the regular fare on all these routes.

^^

I think then SR - Chennai MRTS has look after foreign supplier. Do we get completely AC suburban trains in India?

The website of Chennai metro is http://www.chennaimetrorail.gov.in/index.html

Corridors
According to the Detailed project report submitted by the DMRC, there are two lines planned:

Line 1: Washermanpet - Mannadi - Chennai Fort - Chennai Central - Chennai Egmore - Thousand Lights - Gemini flyover - Teynampet - Nandanam - Saidapet - Little Mount - Guindy - Alandur - Meenambakkam - Chennai International Airport. Length: 23.2km (11km underground)

Line 2: Chennai Fort - Chennai Central - Vepery - Shenoy Nagar - Anna Nagar - Thirumangalam - Arumbakkam - CMBT - Vadapalani - Ashok Nagar - KK Nagar - Guindy Estate - Alandur - St Thomas Mount . Length: 23.3km (9km underground)

Stations Stations will be placed at an average distance of 1.25km on both the lines.

Inter Modal transit facilities The metro corridors would provide connection with various other transport systems in the city:

Chennai suburban railway network: Washermanpet, Chennai Fort, Chennai Central, Chennai Egmore, Guindy, St Thomas Mount
Chennai MRTS network: Chennai Fort, St Thomas Mount
Chennai MTC bus terminuses: Broadway bus terminus, Chennai Central, Chennai Egmore, Anna Nagar, CMBT, Vadapalani, KK Nagar, DMS, Saidapet, Guindy Chennai International Airport
Chennai Metro rail Limited
http://i25.tinypic.com/69jiow.jpg

cool. :cheers:
project cost: ===== Rs 9,757 Crore
Begin of works: === End 0f 2008
Project Completion: 2013-2014.

http://www.youtube.com/watch?v=0DVAWaaCtng

Fantastic that all the major cities are getting metro projects started...

http://www.chennaimetrorail.gov.in/

Enjoy!

Its very informative, however we just hope it goes well!

Chennai Metro rail Limited
http://i25.tinypic.com/69jiow.jpg


Chennai Metro Rail Ltd certainly needs a better designer for start. lol

Chennai Metro rail website launched. :banana:

http://www.chennaimetrorail.gov.in/

Project status from the above site:


A Detailed Project Report (DPR) relating to the Chennai Metro Rail Project was prepared and submitted by the Delhi Metro Rail Corporation Limited (DMRC) who have successfully designed and implemented the Delhi Metro Rail Project. The DPR envisages the creation of 2 initial corridors under the proposed Chennai Metro Rail Project as shown below:



Corridor


Length

Washermenpet to Airport


23.1 kms

Fort to St. Thomas Mount


23.4 kms

Total


46.5 kms



The details of the two corridors are given below:



CMRL_Map_S1



Corridor-1: Washermenpet – Broadway (Prakasam Road), Chennai Central Station – Rippon Building along Cooum River – Tarapore Towers – Spencers – Gemini – Anna Salai – Saidapet – Guindy – Chennai Airport.



Corridor-2: Chennai Fort – Chennai Central – along EVR Periyar Salai – Vepery, Kilpauk Medical College, Aminjikarai, Shenoy Nagar – Annanagar East – Anna Nagar Tirumangalam – Koyambedu – CMBT – along Inner Ring Road – Vadapalani – Ashok Nagar – SIDCO – Alandur – St. Thomas Mount.



Part of this project will be underground and the remaining on elevated portions. The alignment and stations given above are tentative and subject to change during detailed design and execution



The Government of Tamil Nadu have approved in principle the two initial corridors mentioned above. The Government of India are also keen on implementing this Project. The proposal sent by the Government of Tamil Nadu for Central Government funding is awaiting approval.



The estimated cost of this project (in March 2007 prices) is Rs.9,757 crores. Of this, the Central and State Governments together are expected to contribute about 40%. The balance amount of the expenditure is expected to be met by a loan to be granted by the Japan Bank for International Cooperation.



The Government of Tamil Nadu have created a Special Purpose Vehicle (SPV) for implementing the Chennai Metro Rail Project. This SPV named as “Chennai Metro Rail Limited” was incorporated on 03.12.2007 under the Companies Act.



The Government of Tamil Nadu have also notified the engagement of DMRC as the Interim / Prime consultants for the implementation of Chennai Metro Rail Project.



The contact mission of JBIC visited Chennai on 22.1.08 and held detailed discussions with the officials connected with the implementation of Chennai Metro Rail Project. In continuation of the visit of the contact team of JBIC, a high level delegation led by the Hon’ble Minister for Local Administration Thiru M.K. Stalin, visited Tokyo and held discussions with the Executive Director General and other officials of JBIC at the Headquarters of JBIC on 6.2.2008. In that meeting the JBIC delegation had expressed its keen interest in considering the Metro project for possible financing. The JBIC’s Special Assistance for Project Formation (SAPROF) study is underway.



http://www.chennaimetrorail.gov.in/Project_status.html

Centre's support to Chennai Metro

Chennai, March 22

The Union Government is expected to have a 50 per cent shareholding in Chennai Metro Rail Ltd (CMRL), a special purpose vehicle implementing the Rs 9,757-crore Chennai Metro project in the city. At present, CMRL is fully-owned by the Tamil Nadu Government.

Out of the total project cost, the Central and State governments will both fund around 40 per cent of the amount. Official Development Assistance from the Government of Japan/Japanese Bank of International Cooperation is expected to fund the balance, according to an advertisement issued by CMRL seeking expression of interest for the project' general consultancy. The consultants will assist the company in project implementation. - Our Bureau

http://www.thehindubusinessline.com/2008/03/23/stories/2008032351190501.htm

http://www.chennaimetrorail.gov.in/

Enjoy!
Its very informative, however we just hope it goes well!

:lol: The picture of a train on every page of the website is that of the Deutsche Bahn (German Railways). They could have used a picture of some metro train instead of using that of railways. Its funny to see how well they have used photoshop to remove the DB sign in the front.

Hope they have a more professional website when the project actually takes off.

Metro Rail work to start soon

Thursday April 3 2008 12:31 IST

CHENNAI: Finance Minister M Anbazhagan on Wednesday expressed confidence that work on the Metro Rail Project would commence soon.

Replying to the discussion on the budget for 2008- 09 in the Assembly, the Minister said during the previous year, the State Government had sanctioned Rs.50 crore towards share capital of the Metro Rail Corporation and Rs.300 crore had been allotted for the purpose in the current financial year.

The Detailed Project Report was ready and Delhi Metro Rail Limited had been appointed as the interim project consultant,the Minister said and added that tenders had been floated for detailed engineering aspects. The project would be implemented after getting clearance from the Centre as well as financial assistance from the Japan Bank for International Cooperation.

http://www.newindpress.com/NewsItems...ennai&Topic=0&

The wikipedia article: http://en.wikipedia.org/wiki/Chennai_Metro

The wikipedia article: http://en.wikipedia.org/wiki/Chennai_Metro

Line 1: Washermanpet - Mannadi - Chennai Fort - Chennai Central - Chennai Egmore - Thousand Lights - Gemini flyover - Teynampet - Nandanam - Saidapet - Little Mount - Guindy - Alandur - Meenambakkam - Chennai International Airport
Length: 23.2km (11km underground)

Is it just the route or the station locations. If station locations, shouldn't there be more stations in TH Road (Washermanpet area) where the population density is very high.

Chennai metro should learn a lot from Delhi metro and take advice from E Shreedharan.According to him delay in project is rise in budget.So 4 yrs for building 46km metro sounds long time..as a result increasing the project cost.........

Finance Minister M Anbazhagan on Wednesday expressed confidence

Chennai metro should learn a lot from Delhi metro and take advice from E Shreedharan.According to him delay in project is rise in budget.So 4 yrs for building 46km metro sounds long time..as a result increasing the project cost.........

you must be either outta ur mind or too naive!!

he has just expressed his confidence. to build a grade separator in an important junction takes 4+ years! 6 laning of a 20KM stretch takes almost a decade!! such that is his confidence level.

^^ well its not, considering they have taken 4yrs just to build 8 kms of a six lane IT corridor. :bash:

Guys, lets not have any conversation here please. Lets post more information if we have. Thanks for following this!

Guys, lets not have any conversation here please. Lets post more information if we have. Thanks for following this!

This is a forum.

An Internet forum is a web application for holding discussions and posting user-generated content. Internet forums are also commonly referred to as Web forums, message boards, discussion boards, (electronic) discussion groups, discussion forums, bulletin boards, fora (the Latin plural) or simply forums.

http://en.wikipedia.org/wiki/Internet_forum


This is not a notice board. As long as discussions are to topic it is fine to discuss things related to Chennai Metro here. There is only a problem if posts are completely out of topic.

you must be either outta ur mind or too naive!!

such personal attacks are agains't the rule however.

such personal attacks

did not mean it that way. probably i missed a smiley there. nevertheless, i apologize.

"This is not a notice board. As long as discussions are to topic it is fine to discuss things related to Chennai Metro here. There is only a problem if posts are completely out of topic."

Mr. Fusionist, yes everyone can get info from wiki etc. Thanks to google and you now. The idea is not to be rude to anyone. All that was asked was just keep the conversations on what is right and what is wrong--out of this thread. There has been too much bantering and posting personal opinions especially in Chennai threads. Instead, let us maintain the thread for publishing news. This way we wont run into 50-60 pages by the end of this month :-).

Thanks for co-operating with us.

"This is not a notice board. As long as discussions are to topic it is fine to discuss things related to Chennai Metro here. There is only a problem if posts are completely out of topic."

Mr. Fusionist, yes everyone can get info from wiki etc. Thanks to google and you now. The idea is not to be rude to anyone. All that was asked was just keep the conversations on what is right and what is wrong--out of this thread. There has been too much bantering and posting personal opinions especially in Chennai threads. Instead, let us maintain the thread for publishing news. This way we wont run into 50-60 pages by the end of this month :-).

Thanks for co-operating with us.

This forum is FOR posting personal opinions about projects ( but obviously not about individuals and flaming posts ).

I think you are in the wrong forum if you think people shouldn't voice their views. If you want a forum for publishing news only then you need to start a new forum I think.

And please don't adopt that patronising tone using words like 'thanks for corporating' when you are not even sure what this forum is for. It is your comment so please don't try speak for everyone by saying 'us' etc.

Infact asking forumers not to post their comments can be seen as wrong attitude. If you are not sure of the rules please ask the Mods.

Finally, lets move on there is a lot to discuss about the Chennai Metro project as the projects unfolds further.

map updated
http://bitterscotch.files.wordpress.com/2008/04/chennai-metro.png?w=283&h=300

^^^^

that's pretty cool picture. not too many cities in the world can boast of such a connectivity - certainly not the american ones.

^^^^

that's pretty cool picture. not too many cities in the world can boast of such a connectivity - certainly not the american ones.

The main ones are still in begining state. So we have to wait and see how good the execution will be. History says that the TN government is very poor in project execution..that too by many miles

Thanks PlaneMad for the lovely effort.

After seeing this diagram, I feel that Villivakkam can be connected to the Metro so that the Chennai - Tiruvellore line is also connected to the loop.

This will help a commuter from say Thiruvanmiyur or Velachery (south east) to reach Thiruvellore (North West) fast or vice versa.

If they plan an extension from Thiruvanmiyur to Mahabs with a connecting loop to Madhuranthagam and extend the metro from Anna Nagar to Kanchipuram along Bangalore Highway (new airport1?1), it will almost cover the major areas / suburbs of Chennai. Greater Chennai will rock.

Dreams will come true one day, I hope.

Has anyone got access to the original DPR (Detailed Project Report) by DMRC from 2003? Is it available on the Internet?

Very grateful for help.

Thanks PlaneMad for the lovely effort.

After seeing this diagram, I feel that Villivakkam can be connected to the Metro so that the Chennai - Tiruvellore line is also connected to the loop.

This will help a commuter from say Thiruvanmiyur or Velachery (south east) to reach Thiruvellore (North West) fast or vice versa.

If they plan an extension from Thiruvanmiyur to Mahabs with a connecting loop to Madhuranthagam and extend the metro from Anna Nagar to Kanchipuram along Bangalore Highway (new airport1?1), it will almost cover the major areas / suburbs of Chennai. Greater Chennai will rock.

Dreams will come true one day, I hope.

When I was seeing googleearth map, I observed that the distance between the Airport and Bangalore Highway ( Sriperumpudhur / SV Chatram) is not much when you measure as a crow flies.

It may be a better idea to extend the metro along Thiruneermalai, Pammal, Kunrathur to Sriperumpudhur to Kanchipuram. Lot of new suburbs will be served.

Project Cost Rs. 9,757 Cr.
Funding: State Govt, Central Govt and a Japanese Bank ...
would any one know what are the percentages of funding from each agency
JBIC funding - is it a loan or some kind of aid ...
does it require any land aquisition/road expansion ...
any clues ...

Currently proposed: 40% Govt. (State+Central), 60% other funders (perhaps JBIC). JBIC usually gives a loan, which has better terms than commercial lenders (lower interest rate, 5-10 years initial grace period when no repayment has to be made), but also usually requires the choice of Japanese vendors.

As per the project brief on the CMRL website, most of the land is owned by the Govt. (since the elevated sections are mostly on the road medians and other sections are underground). Roughly 10 hectares out of the total approx. 90 hectares land requirement is in private hands - the rest is owned by the Govt. Overall, land acquisition should be relatively easy for the project. Wherever it might have been an issue, the line is underground.

here's a little snippet on the metro from yesterday's TOI (they launched their Chennai edition yesterday)

Soil test for Metro Rail to begin next month

A comprehensive soil test for the Chennai Metro Rail project will be conducted next month to finalise details of the structural design of elevated track, stations and tunnels. The Rs 9,757-crore project will be completed in five years. “A local technical agency will be identified to take up the soil test by May and the construction is likely to start by January 2009,” an official said.

Thanks for the updates @Sridhar and @IndiansUnite.
Japanese technology would be an advantage too.
so far so good.

Spots for metro rail stations identified

http://i26.tinypic.com/nxwbxz.jpg
The locations of stations along the two metro railway lines — one between Washermenpet and the airport and the other between Fort station and St. Thomas Mount — have been finalised. The project work is expected to begin in 2008-09. It is to be ready in six years.

The Delhi Metro Rail Corporation Ltd (DMRC) has identified the land required for them and drawn up the building footprint and alignment. Detailed drawings showing the location along the road and within a given property are ready.

The Japan Bank for International Cooperation, the funding agency, has appointed an independent consultant to study the proposal before granting its final approval and releasing funds. The government will issue land acquisition notices after the proposal is fully and finally approved. The architectural design of the stations will also be taken up at that point.

The total length of the metro line is 46.5 km and the project cost is Rs.9,575 crore. A length of about 20 km will be underground and the remaining part will be on elevated structures. The State government has formed the Chennai Metro Rail Company to execute the project, and the DMRC will be associated with the project till completion.

http://www.hindu.com/2008/04/16/stories/2008041650140100.htm

Are the MRTS and local suburban lines going to be folded into Chennai Metro or are these things going to be run by IR with their dilapidated coaches and engines?

^^^^

I read the news some time back that Metro HQ will be coming at old Central Jail complex, Central.

http://timesofindia.indiatimes.com/Cities/Centres_nod_for_Metro_Rail_in_Chennai/articleshow/2955314.cms

NEW DELHI: With the Centre giving the green signal, Chennai will soon join the cities like Delhi and Kolkata which have a metro rail system.

The Planning Commission has given the "in-principle" approval to Tamil Nadu government's Metro Rail project for Chennai to be completed at an estimated cost of Rs 9,757 crore. Once the project is completed, it is expected to solve to a great extent the traffic congestion in the fast-growing metro.

The ambitious project, according to an urban development ministry official, is scheduled to be completed by March 31, 2012.

The 46.5-km metro rail project has been designed to comprise two corridors.

http://img169.imageshack.us/img169/165/chennaimetorkw9.jpg (http://imageshack.us)

Source: http://www.hindu.com/2008/04/17/stories/2008041760780400.htm

^^^^

I read the news some time back that Metro HQ will be coming at old Central Jail complex, Central.

Chennai metro is getting the prison land. But, I thought a metro station is coming up there :dunno:

Chennai metro is getting the prison land. But, I thought a metro station is coming up there :dunno:

Chief Minister today said in the assembly that it has been decided to allot one acre to Metro Rail and one and half acres to TNEB for the setting up of a substation which will cater to Metro Rail.

The remaining 10.73 acres of land would be given to the GH which at present functions in an area of 30 acres.

metro is supposed to be u/g near central. so would it go beneath buckingham canal too?

http://img169.imageshack.us/img169/165/chennaimetorkw9.jpg (http://imageshack.us)

Source: http://www.hindu.com/2008/04/17/stories/2008041760780400.htm

is there a bigger picture ? My eye hurts looking at this :bash:

I am so happy; this is very good news. :cheer::carrot::cheer:

I still remember how, when MRTS was launched, it was called Parakkum Rail and I was in school and dreamt of a TGV/Shikansen kind of a train running on it one day. When I finally saw what ran on it; I almost cried.

I moved to Delhi and pretty much saw the entire Phase I being constructed in West Delhi and when those trains ran, it was something to look at. Not to forget the pace at which the contruction happened.

I hope this project goes on schedule and gives Chennaiites the luxury of comfortable public transit at afforable rates.

Maybe I should just give in to my parents urge to buy a property in Chennai before the rates get any higher. :D

Chennai Metro Rail Ltd certainly needs a better designer for start. lol

Agree. I would vote for PlaneMad! A very impressive and cool map man. I like the colour scheme.

I am happy that they have kept the line underground in Anna Salai. I can't imagine concrete pillars in the middle of Mount Road!

Man, this is a great news. The first place I came looking for is SSC to see if somebody had already created a thread. And I found one. Cheers!

http://timesofindia.indiatimes.com/Cities/Chennai/IIT_Madras_should_help_Metro_Sreedharan/articleshow/2960874.cms

Union government’s clearance has been obtained; tenders will be issued within a month or two
--------------------------------------------------------------------------------
The first section will be completed in the next three to three-and-half years

DMRC requested to start surveys for Phase-II
--------------------------------------------------------------------------------

CHENNAI: Chennai residents will be able to travel on the first section of the Chennai Metro, somewhere between Teynampet and the airport, by the end of 2011, according to E. Sreedharan, the man who is famed for completing the Delhi Metro almost three years ahead of schedule.

The managing director of the Delhi Metro Rail Corporation (DMRC), which is a consultant to the Chennai Metro Rail Limited (CMRL), said construction work on the first section would begin in July or August. The Centre’s clearance has been obtained. He expected the tenders to be issued within the next month or two. Shifting of utilities would start before that, he told reporters on the sidelines of IIT-M’s Institute Day.

The first section would be completed in the next three to three-and-half years, and both the lines would be completed in six years, Mr. Sreedharan said, detailing the timeline. “Chennai city is moving very fast,” he said. The detailed project report was submitted by the DMRC in November. In fact, the DMRC has also been requested to start surveys for Phase-II.

The Phase-I budget now stands at Rs.11,000 crore, and the Tamil Nadu Government has tied up with the Japan Bank for International Cooperation for loans. The Japanese will invest 60 per cent of the special purpose vehicle constituted for the project, the Chennai Metro Rail Limited (CMRL). The rest would be split equally between the Central and State Governments.

The CMRL will pay back the Japanese loans in the long term. This is the same business model as followed by the DMRC, which has been posting operational profits from the day trains started running, and which will pay back its loans within the next 30 years.

Phase-I involves two standard gauge lines running across the city. As The Hindu has reported over the past two days, Line One runs from Washermanpet to the airport, through Broadway, the Central station, Anna Salai and St. Thomas Mount. The first 14 km of the line will run underground, surfacing at Teynampet for the remaining nine km. Line Two is 22 km long, with 12 km underground, starting at Chennai Central and following Poonamallee High Road, running through Egmore, Shenoy Nagar, Anna Nagar, Koyambedu, Inner Ring Road, Kathipara Junction and ending at St. Thomas Mount. There will be facilities for interchange with the suburban railway at Chennai Central, St. Thomas Mount and Alandur.

The first section where construction will be taken up has not yet been identified, but will lie on the elevated portion of Line One, Mr. Sreedharan said.

He wants the Chennai Metro to best its Delhi counterpart in one respect. While the Delhi Metro was eager to partner with the IIT-Roorkee and Delhi, especially in seismic analysis and geotechnology, the terms they dictated were unacceptable.

Mr. Sreedharan requested the IIT-Madras to partner the Chennai Metro, without looking on it as a business venture. IIT-M Director M.S. Ananth agreed to the request. The areas where the institute could contribute its expertise included tunnel construction, civil engineering, instrumentation, soil behaviour analysis, groundwater table management and the air-conditioning and ventilation of the tunnels, Mr. Sreedharan said.

http://www.hindu.com/2008/04/18/stories/2008041860651200.htm

The Hindu article specifies that the metro will be Standard gauge.

What is the logic behind opting for a standard gauge (blore and hy'bad are also doing the same) when the rest of Indian railways is in broad gauge. Already there were lot of problems having three different gauges (broad, meter and narrow) across the country and that's why they start 'Project Unigauge' and started converted everything into broad gauge. Now again there's a discrepancy.

Won't this isolate the metro from the rest of the rail system. So, there's no possibilty of introducing new services in future, say arakonam to airport or Chengalpet to Washermanpet. Why not keep all options open? Are they planning to have multi-gauge trains? That seems so unlikely.

Delhi metro is broad gauge and it does have underground and elevated sections, has nice comfortable rolling stock. so, what's the problem?

^^ some questions for you, does the delhi metro plan to run emu's on its track? or is this metro rolling stock compatible with the platforms for emu's and other IR trains? so what exactly has the dmrc achieved by using bg?

IR sytem is a country wide rail network and it makes sense to have a single guage for connectivity, but when it comes to urban rail systems, it is made almost entirely for the city population to commute within the city, so there is no point having a direct train from teynampet to gobichettipalayam

^^ some questions for you, does the delhi metro plan to run emu's on its track? or is this metro rolling stock compatible with the platforms for emu's and other IR trains? so what exactly has the dmrc achieved by using bg?

IR sytem is a country wide rail network and it makes sense to have a single guage for connectivity, but when it comes to urban rail systems, it is made almost entirely for the city population to commute within the city, so there is no point having a direct train from teynampet to gobichettipalayam


I read through some sites. These are some important points put forward:
1. Standard gauge is the norm for metros across the world. So, this makes it easy for railways to import good coaches and spare parts. Else they've to manufacture it here at higher cost. Some people have opposed this saying that it is better to produce coaches here than importing them.
2. Delhi metro opted for Broad gauge with the argument that it can be integrated with rest of the rail lines.
3. Broad gauge capacity is more, so more people can be transaported.
4. But std. gauge makes it easier to construct sharper curves.
5. Std. fire safety guidelines state that people should be able to evacuate stations within 6 minutes. his will be easier if less people are there as in Std. gauge coaches. If it is broad gauge, they've to spend more to make stations more people firendly.
6. similarly broad gauge seems to require more power for traction and A/c due to higher capacity.

End of the day, everything seems to come to cost. Apparently there were lots of arguments on this during Delhi metro construction. But broad gauge won there. But everywhere else std. gauge has won.

It is specified that the detailed project report of chennai metro has the reasons for selecting the Standard gauge. It'll be better if we can see that.

http://www.chennaimetrorail.gov.in/tenders/CMRL_EOI_Project_Brief.pdf (Check out page 5)

This link explains the merits/demerits of both gauges. The comments gives greater insights. Users have explained how there is technology available to negotiate similar curves using broad gauge.
http://nitawriter.wordpress.com/2007/09/06/mumbai-metro-which-gauge/

Basically we should not run long distance trains inthe metro tracks, but we have sub-urban routes along the existing main lines. We can always have alternate routes within the city by combining the main lines and the metro lines. Why not a route from Perambur to Velachery - main line from Perambur, metro from anna nagar to Mount and then MRTS from mount to Velachery? Just like different bus routes. Decades from now, we'll have more metro lines too.

BG did not add capacity to Delhi Metro. In fact, since there were no BG-specific coach designs, the supplier merely attached an SG coach on top of a BG bogie. The Delhi Metro coaches are identical to some of the Hong Kong Metro coaches, except that they are on BG and SG respectively. The capacity argument is bogus.

The interoperability argument is bogus too, since IR and Delhi Metro's signalling systems are incompatible, so the trains cannot really run on each others' lines. Delhi Metro coaches have been transported by rail from the port to Delhi, but they could just as easily have been transported on flat-bed cars, at similar cost.

Very few metros around the world actually interconnect with other systems. The reason is that it is much more efficient (and has more capacity) to run trains at a high frequency on a linear route, and coupled with good interchange facilities (e.g. island platforms with two lines on either side), allow for a good multi-modal transportation system.

The reason Delhi Metro was forced to choose BG by the Railways Ministry (remember that it was not its choice, its first choice was for SG) was the desire on the part of the Railways Ministry to retain control. By law, any BG line comes under the purview of the Railways Act, whereas any line within a city that has a SG or a narrower gauge is governed by the Tramways Act and is hence technically free of Indian Railways control.

Turf battles, rather than technical reasons, led to the choice of BG for Delhi and that is the reason why Sreedharan is so fervently arguing for SG in other cities (to free them from the bureaucracy that the Railways Ministry brings in). Mumbai and Bangalore have already started construction of SG metro lines. Hyderabad has also opted for SG. I see no reason why Chennai should not do the same. Perhaps it even makes sense to eventually convert MRTS to SG and hand that line to the Chennai Metro Rail Corporation. Or maybe retain it as BG, but hand it to CMRC anyway.

^^

Good points made. I hope Sreedharan can muster up some support to do the right thing ..

Btw, in the news what I see is 2 different terminologies :-

section 1
phase 1

Sreedharan has promised that the section 1 will be ready in 3.5 yrs .. Does that mean Section 1 is a sub-part of the Phase 1 .. If so, which section
is it ? the eastern line or the western or any part-thereof ?

We should probably take that news quote and save it somewhere .. so we don't argue later who said what/when :lol: Lets see how the deadlines are respected. Chennai is a new terrain for them .. it inspires the inspired to under-perform

deleted repeat post

^^

Good points made. I hope Sreedharan can muster up some support to do the right thing ..

Btw, in the news what I see is 2 different terminologies :-

section 1
phase 1

Sreedharan has promised that the section 1 will be ready in 3.5 yrs .. Does that mean Section 1 is a sub-part of the Phase 1 .. If so, which section
is it ? the eastern line or the western or any part-thereof ?

We should probably take that news quote and save it somewhere .. so we don't argue later who said what/when :lol: Lets see how the deadlines are respected. Chennai is a new terrain for them .. it inspires the inspired to under-perform

Between Teynampet and Airport. Its there on wikipedia in case you forget http://en.wikipedia.org/wiki/Chennai_Metro#Construction ;)

I read through some sites. These are some important points put forward:
1. Standard gauge is the norm for metros across the world. So, this makes it easy for railways to import good coaches and spare parts. Else they've to manufacture it here at higher cost. Some people have opposed this saying that it is better to produce coaches here than importing them.
2. Delhi metro opted for Broad gauge with the argument that it can be integrated with rest of the rail lines.
3. Broad gauge capacity is more, so more people can be transaported.
4. But std. gauge makes it easier to construct sharper curves.
5. Std. fire safety guidelines state that people should be able to evacuate stations within 6 minutes. his will be easier if less people are there as in Std. gauge coaches. If it is broad gauge, they've to spend more to make stations more people firendly.
6. similarly broad gauge seems to require more power for traction and A/c due to higher capacity.

End of the day, everything seems to come to cost. Apparently there were lots of arguments on this during Delhi metro construction. But broad gauge won there. But everywhere else std. gauge has won.

It is specified that the detailed project report of chennai metro has the reasons for selecting the Standard gauge. It'll be better if we can see that.

http://www.chennaimetrorail.gov.in/tenders/CMRL_EOI_Project_Brief.pdf (Check out page 5)

This link explains the merits/demerits of both gauges. The comments gives greater insights. Users have explained how there is technology available to negotiate similar curves using broad gauge.
http://nitawriter.wordpress.com/2007/09/06/mumbai-metro-which-gauge/

Basically we should not run long distance trains inthe metro tracks, but we have sub-urban routes along the existing main lines. We can always have alternate routes within the city by combining the main lines and the metro lines. Why not a route from Perambur to Velachery - main line from Perambur, metro from anna nagar to Mount and then MRTS from mount to Velachery? Just like different bus routes. Decades from now, we'll have more metro lines too.


Also, one of the newer lines on DM is gonna be SG. SG increases manouverability of metro trains.

is there a bigger picture ? My eye hurts looking at this :bash:

http://i31.tinypic.com/2jfj43a.jpghttp://i25.tinypic.com/2mfkg9k.jpg

Is the line "Anna Salai" overhead or underground. Overhead means major disruption of traffic flow.

Thanks for the larger map Anniyan.

If I go by the image ( knowing well it is not accurate but just a hint of what is to come ) I think there wil be serious issues with accesibility especially in the Gemini Station. The station is cut off at one side by the flyover and wide roads. There need to be an integrated access to the sation ( possibly underground ) from across the roads, more like what the image suggests for Vadapalani station where there is access from four sides.

IT is going to be quite difficult to construct the lines and the station as the entire route is along busy roads. As with the underground section, only the lad aquisition for stations will be a major hurdle. But for the elevated portion buidling the rail structure is also going to be difficult.

I'm worried about the usual set of factors that delay these projects:

Land aquisition and the related court cases
shifting of sewage lines, cables, optical fibre lines etc.
co-operation between different groups like pwd,chennai corporation, railways etc.
cement, steel price rise
contractors working properly without abandonig the project
abnormal monsoon


How many times have we seen all these? Let's hope for the best.

Guys,

If you read the tender documents on the Chennai Metro webside, you would see that most of the land needed for the project, including the land for stations, depots etc. are Government owned. There is very little private land to be acquired for the project.

The Anna Salai line would run underground, so issues about station access for the Gemini flyover station do not exist. There will, in all likelihood be entrances to the station from all major points at that junction.

The location indicated for the Metro station at Gemini flyover will give a fair idea why the Govt. was in such a hurry to vacate the Woodlands Drive in Restaurant. Just wonder if we will get a botanical garden or a metro station there?

^^ Nice observation. Anyway the station wouldnt take too much space, its quite a huge property. Im not too sure if the line is underground though

^^ Nice observation. Anyway the station wouldnt take too much space, its quite a huge property. Im not too sure if the line is underground though

The Line 1 is underground in the Anna Salai stretch upto Saidapert. So Gemini station will be underground. Also if you look carefully part of it is under the flyover ( Anna Salai - Nungambakkam exit ). So most of the Woodlands Drive in wil lbe the botanical garden. The metro obviously will have an exit there. What worries me is the exits to the other three sides. There will have to be long underground corridors that has to be properly integrated with the station. If not the station will have serious accessibility problem.

The Line 1 is underground in the Anna Salai stretch upto Saidapert. So Gemini station will be underground. Also if you look carefully part of it is under the flyover ( Anna Salai - Nungambakkam exit ). So most of the Woodlands Drive in wil lbe the botanical garden. The metro obviously will have an exit there. What worries me is the exits to the other three sides. There will have to be long underground corridors that has to be properly integrated with the station. If not the station will have serious accessibility problem.
Saidapet or Teynampet? Either way, it can still be underground at Gemini.

Originally Posted by Fusionist
The Line 1 is underground in the Anna Salai stretch upto Saidapert. So Gemini station will be underground. Also if you look carefully part of it is under the flyover ( Anna Salai - Nungambakkam exit ). So most of the Woodlands Drive in wil lbe the botanical garden. The metro obviously will have an exit there. What worries me is the exits to the other three sides. There will have to be long underground corridors that has to be properly integrated with the station. If not the station will have serious accessibility problem.


I am sure govt would have factored building these potentially long underground corridors. Gemini being a key station needs to have min 4 exits ( Nungambakkam (near junction of Kodambakkam rd) , Cathedral Rd (near Embassy), Mt Rd ( both north and south)

In Kolkata the underground stations have 2-4 exits leading to different locations at the surface level ( such as across the road, towards a important landmark/commercial building etc). At times the distances to cover are long ( i.e. in length and also in depth) but at the end of the day it is more comfortable for the customer covering the distance underground than otherwise:)

Public hearing begins on Metro Rail project

Special Correspondent

People want clear details of properties that will be affected

EXPRESSION OF ANXIETY: A section of the participants at the public hearing on the Chennai Metro Rail project, on Monday at Alandur.

TAMBARAM: At the first public hearing for Chennai Metro Rail here on Monday, residents welcomed the Rs. 9,757-crore project and urged officials to be transparent, accessible and specific about the routes. They wanted to know about properties that would be affected by the project.

The residents wanted the sketch of the routes to be made public. The public hearing was held at A.J.S. Nidhi School in Alandur and at the CPWD Quarters in Ashok Nagar.

V. Srinivasan, a 64-year-old resident of Indra Colony, Ashok Nagar, said the presentations on environmental impact assessment of the project were not relevant if the residents were kept in the dark about the fate of property they owned. “We wholeheartedly welcome, appreciate and support the project. But just tell us whether our houses would be saved or taken for the project,” he said.

C. Pushparani, another resident from Ashok Nagar, said residents were spending sleepless nights ever since news about the project started coming in. V. Ravichandran, founder-chairman of Citizens’ Guardian, urged authorities to work in tandem with government agencies, including Chennai Metrowater. He also underscored the need for successful integration of the Metro with the existing bus and suburban train network.

Chennai Metro Rail Limited (CMRL) officials said the Vadapalani station would be located about 100 metres away from the Arcot Road-Inner Ring Road intersection. They said the alignment of the route of the two corridors — Washermenpet to Chennai Airport and Fort to St. Thomas Mount — would be finalised by the end of June.

They also sought support from the public during the implementation of the project as the process of construction may impede movement on the roads. On implementation, however, the Metro would hugely reduce the strain on the city’s roads and drastically cut vehicular emissions.

Information missing


At the public hearing in Alandur, K. Surya Kumar, a resident, said information on the specific locations were missing. “None of us know whether our property would be used for the project,” he said. The residents of the area demanded that sketches of the project’s alignment, with specific references in their localities and survey numbers of land that needed to be acquired should be displayed in Alandur Municipality.

K. Srinivas, a former engineer with the Highways Research Station, questioned the idea behind a Metro Rail link between St. Thomas Mount and Koyambedu, as there was a proposal to extend the Mass Rapid Transit System between these two places.

“You cannot make alterations at Kathipara where a grade separator is nearing completion. ,” Mr. Srinivas asked.

CMRL Chairman Syed Munir Hoda said there would be no “duplication” and explained that the MRTS and Metro Rail would not “clash.” . He added: “MRTS between St. Thomas Mount and Koyambedu has been shelved.”

“Only 90 families and a total of just 380 people would be affected [by the project],” Mr. Hoda said.

Other suggestions from the participants included bringing Tambaram, Porur and the Chennai Trade Centre in Nandambakkam in the project, easy access for the residents to information and officials and more such interactions.

During the presentation on the project, officials said 385 trees had to be felled for the project, of which 307 were along the Fort-St. Thomas Mount corridor. The total extent of land needed to be acquired was 186.63 acres. Of the permanent requirement of 160.55 acres, 140 acres was government land .

Compensation


A comprehensive and elaborate compensation and rehabilitation package has been chalked out for those who would lose their land and buildings. Private negotiations would be used to arrive at the compensation amount that would be based on prevailing market rates.

For those living below the poverty line and who would be affected by land acquisition, measures would be taken in association with the Tamil Nadu Slum Clearance Board. Those who would lose their shops would be given preference in allotment of shops at the underground stations. The actual groundwork on the project is expected to start towards the end of this year.

The public consultation would be held at other venues on Tuesday and Wednesday.

http://www.hindu.com/2008/04/29/stories/2008042959210200.htm

Is there any proposal to link the two lines through a link between Vadapalani and Saidapet thru T.Nagar..Such a line would greatly ease up the shopping district of T-nagar and make it easily accessible..Besides,it would reduce the commute for someone going from Anna nagar to Gemini and other stations on Anna Salai..

Double Post. Deleted.

Is there any proposal to link the two lines through a link between Vadapalani and Saidapet thru T.Nagar..Such a line would greatly ease up the shopping district of T-nagar and make it easily accessible..Besides,it would reduce the commute for someone going from Anna nagar to Gemini and other stations on Anna Salai..

Given the plans I think that wont happen for a while. But yes it would have been a good idea if Anna Salai ( or atleast parts of it ) would get better connectivity. To connect the west of the city to Anna Salai/Gemini etc the Line 2 could have been made to go through Egmore ( with an interchange for Line 1 & intercity railway ) rather than through Veppery. This way passengers from the west of the city can transit to Line 1 in Egmore for southbound routes to Anna Salai. This would reduce traffic along Nelson Manickam Road, Sterling Road etc which is heavily congested with the Anna Nagar to Gemini/north Anna Salai traffic. Also West Chennai would be directly connected to Egmore Central.

I believe Chennai has an MRTS system too (which is expanding too). Why isn't there any info / thread on that?

I believe Chennai has an MRTS system too (which is expanding too). Why isn't there any info / thread on that?

Thats bcoz most of it is complete.The MRTS currently runs between Beach and Velachery.It is being extended till st.Thomas Mount which is 5km from Velachery.
Like Metro, it mostly runs on an elevated track but travelling on it is no different from taking any other local train.The same old coaches are being used here..:ohno:

Thats bcoz most of it is complete.The MRTS currently runs between Beach and Velachery.It is being extended till st.Thomas Mount which is 5km from Velachery.
Like Metro, it mostly runs on an elevated track but travelling on it is no different from taking any other local train.The same old coaches are being used here..:ohno:

I'm not able to understand why people have something against the coaches used by the MRTS. Yeah, they're old, no doubt, but they're pretty clean. Some of them have these colourful adverts painted on the outsides. When I travelled in one, I thought it was fine - a bit bare, but that's about all I could find fault with.

I'm not able to understand why people have something against the coaches used by the MRTS. Yeah, they're old, no doubt, but they're pretty clean. Some of them have these colourful adverts painted on the outsides. When I travelled in one, I thought it was fine - a bit bare, but that's about all I could find fault with.

I never said anything against the cleanliness part.I believe that MRTS should be run with modern coaches.Remember, the other suburban train services are decades old but MRTS was a recent addition to Chennai.Y can't we have safe and comfortable trains a la the Delhi Metro.Why should we continue to have the 100 year old coach with no additional comforts..I understand that it could be difficult to change things which are old but surely MRTS should have had modern coaches..In cost terms i don't think that elevated stretches of MRTS would differ much from that of the METRO(am not accounting for the tracks here)Infact, i observed that the pillars supporting Delhi Metro look smaller compared to the MRTS ones.
Also, am still not satisfied with the frequency..I understand that the patronage is not great but i still feel that during peak hours there should be a train every 6-7 minutes rather than the present 10-15 min. I use this train often and there is always a tendency to think that one may have to wait for 15 min at the station.. Delhi metro has similar tracks and it runs a train every 4 min at peak hours.I understand that it might be difficult but am sure that it can be done. Also, during non peak hours one could wait for about 25 min for a MRTS..This sud not be more than 15 min..I know that this would result in losses but short term losses should be overlooked for long term advantages..Frequent services during the whole day would mean that one would be inclined to prefer the MRTS over buses and this would reduce the traffic,pollution and road accidents...I know am takin this too far but I believe that i have a point here..

Chennai has different modes of rail transportation.

1. Chennai Sub Urban
2. MRTS
3. Metro Rail.

It will be good if we have thread name as Chennai Railway Transporation - Suburban/MRTS/Metro.

Few takers for MRTS

Number Of Passengers Might Have Soared After Extension Of Line To Velachery, But Chennaiites Remain Cold To The System Due To Logistics And Concerns About Safety


V Ayyappan | TNN


Chennai: The Mass Rapid Transit System connecting Chennai Beach to Velachery is the best way to beat peak hour traffic: it takes just 40 minutes for a commuter to cover the 27-km stretch.
More than 50,000 commuters travel by the 124 trains under the MRTS every day to avoid getting stuck in the roads, the infrastructure and commuter amenities are far from satisfactory.
As a result, even though number of passengers have soared after the line was extended from Thiruvanmiyur to Velachery in November 2007, but, the MRTS is way behind realising its full potential.
Regular users and railway officials say that MRTS has tremendous potential to ease congestion on the roads if some of the problems are taken care of, such as lack of bus connectivity to stations, unsafe approach roads, deserted and poorly-lit stations that have poor amenities.
Several attempts by the railways to cajole the local administration and also the Metropolitan Transport Corporation (MTC) to cooperate have failed. And a severe shortage of manpower prevents the railways from introducing Railway Protection Force patrol at the stations.
The escalators do not work, there are no signboards to guide commuters to their platforms, lifts are either not working or are switched on only when railway officials come for inspection, there are not enough ticket counters.
And construction of canopy over railway lines and platforms is still incomplete at Mandaveli, Greenways Road, Kotturpuram, Kasturibai Nagar and Indira Nagar stations. Commuters in Mandaveli have to step over stones and live wires (used for construction work) to get to the station.
Also at the Mandaveli MRTS station, a retired government servant was stalked two days ago. “I love to travel by train because it is faster and easier and less crowded than the bus. But safety is an issue. A stranger started to follow me inside the station. The whole place was deserted and there was no one to complain to. I finally managed to throw him off track,” says Kausalya, the retired employee.
Similar experiences force women deter women from taking the MRTS. The stations remain deserted except for a brief time when trains bring in a couple of hundred people every 15 minutes during peak hours and every 30 minutes during non-peak hours. After several requests by commuters, railways deployed Railway Protection Force escorts in the trains.
Aarthi, who lives in Chepauk and works in a informatics company in Taramani, always takes the MRTS to work, but on the way back, she finds an alternative transport. “I find the service frequent and convenient. But after 8 pm, the approach road at Chepauk Station is poorly lit. you don’t feel safe,” she said.
Unlike at regular railway stations, the movement of people in the platform and in the two floors of concourse area is minimal.
The stations are so deserted that even railway employees who man the ticket counters are a bit wary of their safety.
Poor connectivity is another reason why patronage of the system has not improved from the 50,000 passengers per day. This figure is dismal when compared to the lakhs of commuters who use the Chennai Central-Tambaram suburban sector.
An expert said that MRTS line follows the Buckingham Canal because the government did not want to relocate residents. However, this has worked to the disadvantage of the service. Of the 17 MRTS stations, only four — Chennai Beach, Fort, Park and Mylapore — are located conveniently for the public.
The rest are located far from the hub of each locality. Inspite of repeated requests from the railways, the Metropolitan Transport Corporation has failed to introduce feeder services to link the stations. A plan was suggested to introduce mini-bus services, but it has not taken off.

http://epaper.timesofindia.com/Repository/getimage.dll?path=TOICH/2008/05/02/2/Img/Pc0020700.jpg

http://epaper.timesofindia.com/Repository/getimage.dll?path=TOICH/2008/05/02/2/Img/Pc0020900.jpg

Railways has commercial hopes

V Ayyappan | TNN

Chennai: The phase III of the MRTS, connecting St Thomas Mount to Villivakkam and Anna Nagar, has been scrapped because it would have overlapped with the state government’s Metro Rail project.
The railways will, therefore, have to depend on the Rs-456 crore Velachery-St Thomas Mount connection (that will link up the Chennai Beach-Velachery line with the busy Chennai-Tambaram suburban section) to improve patronage for MRTS. Work has already been started between Velachery and Adambakkam — covering 3.5 km of the total 5 km project. It is expected to be completed in a year.
Tenders have been floated for different aspects of the construction and the railways is going ahead with laying more lines at Velachery as it needs to be converted into a hub for maintenance.
According to officials, once the MRTS is linked to the Chennai-Tambaram section, long-distance trains arriving in Chennai will be given stoppage at St Thomas Mount. This will enable passenger arriving from southern districts of the state to changeover to MRTS and travel directly to Mylapore, Mandaveli, Adyar, IT corridor, Triplicane and other areas of Chennai.
Officials also believe that this will considerably increase the number of commuters from the current 50,000 per day, which in turn will will augment the commercial viability of station space. The Chennai Metropolitan Development Agency (CMDA), which has a stake in the project, already has plans to use the space available in some of the MRTS stations.
According to CMDA, architectural and design component of the works of stations between Mylapore and Thiruvanmiyur have been given to consultants and the railways has already started construction till the canopy level over the tracks. The CMDA will take the air space for commercial use once the railways completes construction. It is expected that the huge station buildings which remain deserted now would be able to generate returns that could cover at least a fraction of the total investments that has gone into the project.

http://epaper.timesofindia.com/Repository/getimage.dll?path=TOICH/2008/05/02/2/Img/Pc0020800.jpg

http://epaper.timesofindia.com/Repository/getimage.dll?path=TOICH/2008/05/02/2/Img/Pc0020500.jpg

http://epaper.timesofindia.com/Daily/skins/TOI/navigator.asp?Daily=TOICH&login=default

I never said anything against the cleanliness part.I believe that MRTS should be run with modern coaches.Remember, the other suburban train services are decades old but MRTS was a recent addition to Chennai.Y can't we have safe and comfortable trains a la the Delhi Metro.Why should we continue to have the 100 year old coach with no additional comforts..I understand that it could be difficult to change things which are old but surely MRTS should have had modern coaches..In cost terms i don't think that elevated stretches of MRTS would differ much from that of the METRO(am not accounting for the tracks here)Infact, i observed that the pillars supporting Delhi Metro look smaller compared to the MRTS ones.
Also, am still not satisfied with the frequency..I understand that the patronage is not great but i still feel that during peak hours there should be a train every 6-7 minutes rather than the present 10-15 min. I use this train often and there is always a tendency to think that one may have to wait for 15 min at the station.. Delhi metro has similar tracks and it runs a train every 4 min at peak hours.I understand that it might be difficult but am sure that it can be done. Also, during non peak hours one could wait for about 25 min for a MRTS..This sud not be more than 15 min..I know that this would result in losses but short term losses should be overlooked for long term advantages..Frequent services during the whole day would mean that one would be inclined to prefer the MRTS over buses and this would reduce the traffic,pollution and road accidents...I know am takin this too far but I believe that i have a point here..

Basically for some reason, railways does not want to change the design of the coach. These are new coaches, but with the old design. :( Furthermore, I heard that a few years back, the older coaches from Mumbai sub-urban network were brought over to the chennai network. I don't know how much of that is true.

It would be really nice if the MRTS is integrated with the Chennai metro. Both serve the same purpose. They are mostly elevated and used exclusively for intra-city transport.

Only difference is going to be in the gauge. If they're of the same gauge, then the upcoming Chennai metro would just be like the phase III of the MRTS and we can have trains covering the entire network rather than having such a disconnected scenario.

BTW, have they started any groundwork on the Velachery-Mount connection oris it still in the proposal/tender stage?

It would be really nice if the MRTS is integrated with the Chennai metro. Both serve the same purpose. They are mostly elevated and used exclusively for intra-city transport.

Only difference is going to be in the gauge. If they're of the same gauge, then the upcoming Chennai metro would just be like the phase III of the MRTS and we can have trains covering the entire network rather than having such a disconnected scenario.

BTW, have they started any groundwork on the Velachery-Mount connection oris it still in the proposal/tender stage?

MRTS is Broad Gauge whereas Chennai Metro is going to be Standard Gauge.

The construction of the Chennai Metro station at the Airport Parking area is not a wise idea. I kind of find it wired to fit in the upcoming Chennai Metro station in the current airport parking lot. The space available in the current parking lot will be severely constrained. And it would eventually hamper the airports growth
http://i32.tinypic.com/n2hfdc.jpg
I would suggest it to be either moved down south to the defense lands or integrate it with the Tirusulam station.
http://i30.tinypic.com/2j3k4s0.jpg
http://i31.tinypic.com/21euqa9.jpg

I think the better solution would be to skip the Alandur – Airport leg of the Metro Rail corridor
• This line would be a close parallel between the exiting suburban link between Guindy and Tirusulam.
• The loading factor on this section of the line might turn out to be low as the line is not surrounded by residential/commercial or industrial localities.
• Line 1 (Fort – Airport) travels through the business district of Chennai as opposed to the Line 2 which travels primarily through the residential district. If common sense prevails we might conclude that the large section of the Airport passengers will take Line2 would be forced to switch at Alandur to reach the Airport. Instead they might alight on the next station St. Thomas Mount and take the local train to Tirusulam.
• As St.Thomas Mount station is the hub between Sub urban, MRTS and Metro; it makes more sense to exploit the current line between Tirusulam – St. Thomas Mount Station.
• The current proposal for Line 1 to end at the Airport does not give any scope for further improvement.
• Providing a better connectivity between the terminal and Tirusulam station should improve patronage. A decade old proposal for the subway should be immediately taken up.
• As a first step the current Tirusulam station should be renamed as Chennai Airport station.
• If by 2020 all the suburban coaches would be upgraded similar to the metro coach standards and this duplicate line would be a waste in investment.
• I could not find an example of an airport which has two local train systems serving to the same terminal and one of them stopping at less than 100m from the Terminal building


My alternative proposal would be to extend the alignment of Line 1 towards west, from the proposed Alandur exchange. This line could run along the median of the Mount Poonamalle Road all the way to Poonamalle. This corridor is a densely populated corridor and could immensely benefit the pubic and would also be economically viable.

http://i28.tinypic.com/sdzojo.jpg

Like Metro, it mostly runs on an elevated track but travelling on it is no different from taking any other local train.The same old coaches are being used here..:ohno:

That is hard to believe. Don't you have automatic closing doors in MRTS? Don't you have automatic ticketing system? I am sure MRTS doesn't have AC. But, if it does have things like automatic doors, etc. then it is as good as a metro already. It would be better to integrate MRTS with the upcoming Chennai Metro, and get it out of Railways' hands.

Now don't say MRTS is as bad as local trains. AFAIK, there is a separate Chennai MRTS and Chennai Suburban Railway. They must have a difference of quality. Otherwise, why have 2 names for the same thing?

^^ Its the exact same thing, only the mrts is elevated and has its own dedicated track. the local trains on the other hand start sharing the tracks with the IR trains after a certain distance. no ac, no closing doors, no automatic ticketing

The construction of the Chennai Metro station at the Airport Parking area is not a wise idea. I kind of find it wired to fit in the upcoming Chennai Metro station in the current airport parking lot. The space available in the current parking lot will be severely constrained. And it would eventually hamper the airports growth


It makes more sense to have the airport station as close to the airport as possible. Parking capacity can always be increased by having a multi level parking structure anyway, and once you have the metro, people might actually prefer using it rather than park their cars at the airport for 100 bucks.
The airport station is definitely a must. The suburban station is not accessible and the entire beach - tambaram section is saturated making it really difficult for air travellers to use these trains especially in peak hours.

Looking at what's happening in Delhi, SR must just hand over those gigantic stations to Private players to convert them into malls to generate revenue. Most of these stations sit next to residential colonies; plus the aircons in the malls will keep the Buckingham Canal's wafting aroma out! :cheers:

Those stations need some activity around it; people will automatically start using them when they realise that the stations are not deserted!

Chennai Metro Rail: Work begins by July :banana:

1. Route goes nearby the car parking area of Chennai Airport
2. Two routs as described -- Washerman pet to Airport and Central to St. Thomas Mount
3. Two depots -- Primary depot will be at koyambedu in 52 Acres and Sub depot at Alandur

http://www.dinamalar.com/specialart/splart_0205/splart3_0205.asp

@ramak27:

I completely agree with you. Infrastructure has to be shared as much as possible and the proposed leg is redundant. They should instead try to improve the connectivity to existing suburban station and also increase the frequency of the trains in that line.

Providing a better connectivity between the terminal and Tirusulam station should improve patronage. A decade old proposal for the subway should be immediately taken up.


Subway between Airport and Tirusulam station is opened by CM MK along with Kathipara flyover!

http://www.chennaimetrorail.gov.in/tenders/project_brief_updated_240408.pdf

Few highlights:

1. Total 184 coaches (92 coaches for Corridor 1 & 92 coaches for Corridor 2) are required in the year 2011.

2. Running of services for 19 hours of the day (5 AM to Midnight) with a station dwell time of 30 seconds,
•Make up time of 5 -10% with 8 -12% coasting.
•Scheduled speed for these corridors has been assumed as 34 Kmph

3. Two depots are proposed in phase-I. The Koyambedu Depot-cum-Workshop will be the main depot and located on corridor 2. the second depot is at Minambakkam on corridor 1 for stabling & inspection. Koyambedu Depot-cum-Workshop will be used for stabling of Trains and other services, their cleaning, scheduled inspections, wheel re-profiling and minor & major repairs as well as Overhaul.

4. Refer the link for Station Location characteristics

5. Corridor 2
Corridor – 2 starts from Chennai Fort and ends at St. Thomas Mount. Dead end to Dead end Corridor length is 22.501 km. Entire Corridor is elevated. First station is Chennai Fort, which has been provided on Muthuswami Road, and last station is St Thomas Mount. Corridor leaves Muthuswami Road just after Chennai Fort station and runs on central median of Government Hospital Road & Periyar EVR Salai, up to Shenoy Nagar. It turns right along Pulla Avenue Road &
Project Brief for EOI document for GC for Chennai Metro Rail Project 9
Thiru V. K. Park. It further takes left and aligns itself along 2nd Avenue Road of Anna Nagar and it reaches Tirumangalam after crossing Anna Nagar Roundtana. It further takes left at Tirumangalam Junction and follows central verge position on Jawaharlal Nehru Road up to Kuvam River.There is a proposal to modify the elevated alignment to underground from Thiru. V.K Park to Thirumangalam a distance of 4.5 KM, subject to the technical feasibility It turns right and runs on the Southern bank of Kuvam River. It turns left and aligns along the median of Tiruvalluvar Street in Koyambedu. It further take left turn and runs straight, crosses Kaliamman Koil street at km 13.016, passes over bus sheds of Moffusil Bus Terminal and aligns itself along the median of Jawaharlal Nehru Road at km 13.876. It follows road median path upto Ashok Nagar. It deviates from Central verge position beyond Ashok Nagar Station, turns left & then right (reverse curve) between km 17.576 to km 18.176, further it follows Jawaharlal Nehru Road median upto Adayar River, crosses this River on the Western side of existing Road bridge and it again takes central verge of Jawaharlal Nehru Road from km 19.126 onward. It runs straight after SIDCO Industrial Estate along Jawaharlal Nehru Road up to km 20.630 and places on the Southern Side of Kathipara Junction. It crosses to Mount Road at km 21.290 and aligns parallel to the Mount Road in Alandur Area where Alandur Station has been planned. It takes left turn beyond Alandur station and runs West of Railway Station Road up to St. Thomas Mount. Here it turns right and became parallel to the Southern Railway lines where St. Thomas Mount Station has been planned. Detailed route alignment has been shown in the drawings No. RITES/CMRC/Chennai/2105-21-corr-2/Align.

6. Corridor 1
The corridor- 1 starts from Washermanpet and ends at the Chennai Airport. Dead end to dead end length of Corridor is 23.055km, out of which 14.250km is underground, 0.200km is at grade (Switch Over Ramps) and remaining 8.605km is elevated. Total 18 nos. of stations have been planned along this corridor.
The alignment starts from old Washermanpet on southern side of old Washermanpet Railway Station, for reversal tracks have been extended from 400m toward north after crossing railway tracks.
On exit from Washermanpet station alignment passes under old Jail road at km 0.261 and runs under Seven Wells North and Bander Rama Garden localities, after having a left turn through 300m radius curve Alignment turns right at km 1.161 along Prakasham Road (Broadway). It passes under Broad way as well Esplanade road for a length of about 1.0 km.
At the end of Esplanade Road it turns right, passes for a short distances under Project Brief for EOI document for GC for Chennai Metro Rail Project 8
Muthuswami Road, enters Government Dental College and Hospital area and after crossing Frazer Bridge road, it enters old Bus terminal land (where Chennai fort station is proposed) before aligning parallel to the Government General Hospital Railway Station Road.
Corridor – 1 and Corridor –2 are parallel to each other on Government General Hospital Road for a length of about 500m. Corridor – 1 is underground, whereas Corridor – 2 is elevated. Chennai Central metro station is proposed under the parking area of Chennai Central Station. Location of Chennai Central Metro Station has been decided keeping in view its integration with Chennai Central Railway Station, Chennai Central Railway Station (Sub-urban) and Chennai Park Railway Station. Chennai Metro Station shall cater to the dispersal of local as well as long distance traffic.
Corridor further moves forward and after having left turn with 250m-radius curve, crosses Poonamalle High Road, Railway lines and align itself along Kuvam River. Egmore Station has been planned on the Western Bank of Kuvam River. It crosses Kuvam River in underground position at km 5.959 and aligns along Dams Road and after having a 210m-radius right hand curve aligns itself along Anna Salai (Mount Road). Further it runs below Mount Road and by the side of Gemini Fly over up to Adayar River. Alignment has been deviated from road on the approach of Adyar River to off road position on the East of Mount Road. It emerges out from under ground position and crosses Adyar River at Grade and achieves elevated position at Little Mount Junction. Further the Alignment runs upto Airport on center of Road except Guindy and Alandur where it is “Off road” position. Alandur is an interchange Station between corridor 1 & 2. A stabling area is provided at Trisulam opposite to Airport. Available ROW of Mount Road varies from 25m to 40m, which is sufficient to accommodate metro corridor. Detailed route alignment has been shown in the drawings No. RITES/CMRC/Chennai/2105-21-corr-1/Align.plan and L.S. Sheet 1 to 31, which may be seen in the office of CMRL.
Breakup of Alignment length
Total Elevated length = 8.605km
Total Underground length = 14.250km
Total SOR length = 0.200km
Total Alignment length = 23.055km

why standard gauge is chosen for chennai metro?
If it uses broad gauge,It can be alternative route for MRTS,Suburban and Express trains in emergency situations like flooding...

why standard gauge is chosen for chennai metro?
If it uses broad gauge,It can be alternative route for MRTS,Suburban and Express trains in emergency situations like flooding...

Improves manouverability. Perhaps Chennai requires that? I am not sure.

why standard gauge is chosen for chennai metro?

because it cant handle the ugly ir rolling stock

http://www.chennaimetrorail.gov.in/tenders/project_brief_updated_240408.pdf

Few highlights:

1. Total 184 coaches (92 coaches for Corridor 1 & 92 coaches for Corridor 2) are required in the year 2011.

2. Running of services for 19 hours of the day (5 AM to Midnight) with a station dwell time of 30 seconds,
•Make up time of 5 -10% with 8 -12% coasting.
•Scheduled speed for these corridors has been assumed as 34 Kmph


It will be interesting to see how the elevated corridors are constructed at Thirumangalam and Vadapalani. I hope that unlike in MRTS, the Govt does not try to save costs by building stations at inaccessible locations.
I hope that they can somehow include T.nagar, atleast in their future plans.

Where will be the alandur station exactly.

because it cant handle the ugly ir rolling stock
why chennai? and why not delhi?
I heard Delhi metro uses broadgauge..
What about other metros?

Govt is not planning to link annanagar or thirumangalam metro station with annanagar west sub urban station?

I heard Delhi metro uses broadgauge..

But for the new lines on Phase II it's going to use Standard gauge.

What about other metros?

Other metro systems are also going for standard over broad gauge.

Govt is not planning to link annanagar or thirumangalam metro station with annanagar west sub urban station?

The Padi-Anna Nagar branch line has limited scope for traffic as it is just a single line with some 4 services a day. i really dont see what benefit commuters will get by being linked to this station

The Padi-Anna Nagar branch line has limited scope for traffic as it is just a single line with some 4 services a day. i really dont see what benefit commuters will get by being linked to this station
In Future,this line is going to be extended upto sriperumpudur(New Greenfield Airport)....

I really doubt it. The only way to connect spr to the main line is from Avadi or beyond. The Anna Nagar line is part of the ICF service line. They just flushed a lot of money down the pot by running emu's and building the two stations here.
The only way they can increase frequency is by doubling this 3km long section and building a rail flyover at villivakkam which is not going to happen. this line is as good as dead

I really doubt it. The only way to connect spr to the main line is from Avadi or beyond. The Anna Nagar line is part of the ICF service line. They just flushed a lot of money down the pot by running emu's and building the two stations here.
The only way they can increase frequency is by doubling this 3km long section and building a rail flyover at villivakkam which is not going to happen. this line is as good as dead

I'm a bit confused - are you talking about the suburban line going west to Maduravayol and parts beyond?

I'm a bit confused - are you talking about the suburban line going west to Maduravayol and parts beyond?

For those unaware of the Suburban train services here are the details-There is a line starting from Central and ending at Arakkonam passing thru Perambur,Villivakkam,Ambattur,Tiruvallur and Finally Arakkonam(ofcourse there are many stations in between those mentioned).One more line traverses the same route but it originates from Chennai Beach(Harbour). A few yers ago a defunct line was thrown open to traffic.This line connected Villivakkam,Padi junction and Anna nagar west.The distance between Anna nagar west station to Thirumangalam junction would be about 350 m.The services on this line were non existent.As Planemad mentioned about 4 trips a day.This was bcoz this line passed through the Padi junction which is one of the busiest in the city and there was no rail overbridge here.So there was no chance of having more trips in this line; but now the rotary flyover at Padi is getting ready and after it is completed there would not be any hindrance to the train services.So there is a distinct possibility that the services could be increased to Anna nagar.It is a single line but i feel that throughout the stretch there is enough room to have a second line.Even if the second line is not feasible trains can be scheduled here at 20 min interval since the distance from Villivakkam to Anna nagar would not be more than 10 minutes.
Hope everybody's doubts have been cleared.

Source:http://www.dinamalar.com/Arasiyalnewsdetail.asp?News_id=1508&cls=row4&ncat=TN

Only useful information is "Chennai Metro will be completed on 2013-14".The Remaining story is about the project details,as we all discussed here so many times.
சென்னை : சென்னை மெட்ரோ ரயில் திட்டத்தில், வழித்தடங்களின் கட்டுமானப் பணிகள் வரும் 2013-14ல் முடிவடையும் என்று தமிழக அரசின் கொள்கை விளக்கக் குறிப்பில், தெரிவிக்கப்பட்டுள்ளது. இதுகுறித்து, சட்டசபையில் தாக்கல் செய்யப்பட்ட திட்டம், வளர்ச்சி மற்றும் முயற்சிகள் துறை கொள்கை விளக்கக் குறிப்பில் கூறியுள்ளதாவது: சென்னை மெட்ரோ ரயில் திட்டத்திற்கான ஒரு விரிவான திட்ட அறிக்கையை டில்லி மெட்ரோ ரயில் கழகம் தயார் செய்து அரசின் பார்வைக்கு வழங்கியுள்ளது.

இத்திட்ட அறிக்கையின் படி வண்ணாரப்பேட்டை முதல் சென்னை விமான நிலையம் வரையிலான 23.1 கி.மீ., பகுதி முதல் வழித்தடமாகவும், இரண்டாம் வழித்தடம் சென்னை கோட்டையில் இருந்து புனித தோமையார் மலை வரையில் 23.4 கி.மீ., என, 46.5 கி.மீ., தூரத்திற்கு இத்திட்டம் அமைகிறது.

நிறுத்தங்கள் அமையும் இடங்கள் : மெட்ரோ ரயில் திட்டத்தின் முதல் வழித்தடத்தில், வண்ணாரப்பேட்டை, மண்ணடி, சென்னை கோட்டை, சென்னை சென்ட்ரல் ரயில் நிலையம்- எழும்பூர், எல்.ஐ.சி., ஆயிரம் விளக்கு, ஜெமினி, தேனாம்பேட்டை, சேமியர்ஸ் சாலை, சைதாப்பேட்டை, வேளச்சேரி சாலை, கிண்டி, ஆலந்தூர், அலுவலர் பயிற்சி நிலையம், இந்தியன் ஏர்லைன்ஸ் காலனி, மீனம்பாக்கம், சென்னை விமான நிலையம் ஆகிய பகுதிகளில் நிறுத்த நிலையங்கள் அமையும்.

இரண்டாம் வழித்தடத்தில், சென்னை கோட்டை, சென்னை சென்ட்ரல் ரயில் நிலையம், வேப்பேரி, சாஸ்திரி நகர், கீழ்ப்பாக்கம் மருத்துவக் கல்லூரி, அமைந்தகரை, ஷெனாய் நகர், அண்ணாநகர் கிழக்கு, அண்ணா நகர் டவர், திருமங்கலம், கோயம்பேடு, சென்னை புறநகர் பஸ் நிலையம், அரும்பாக்கம், வடபழனி, அசோக் நகர், கே.கே., நகர், சிட்கோ, ஆலந்தூர், புனித தோமையார் மலை ஆகிய பகுதிகளில் நிறுத்த நிலையங்கள் அமையும்.

இந்த வழித்தடங்களில், ஒரு பகுதி நிலத்தின் அடியிலும், மற்ற பகுதி உயர்வான நிலையிலும் அமையும். இந்த வழித்தடங்கள் விரிவான வடிவமைப்பு மற்றும் திட்ட செயலாக்கத்தின் போது மாற்றப்படத் தக்கவையாகும். வழித்தடங்களின் கட்டுமானப் பணிகள் வரும் 2013-14ல் முடிவடையும் என்று எதிர்பார்க்கப்படுகிறது. மத்திய திட்டக்குழு தனது கொள்கை அளவிலான ஒப்புதலை தெரிவித்துள்ள நிலையில் மத்திய அரசின் ஒப்புதல் எதிர்பார்க்கப்படுகிறது. இவ்வாறு அதில் தெரிவிக்கப்பட்டுள்ளது.

deleted.

^^

Into Salem can you please stop spamming the Chennai related threads? I see your misplaced post in the Chennai sub-forum and now you post an article that has already been covered.. that too from Jan 2008. :ohno:

Please be considerate.

^^

Into Salem can you please stop spamming the Chennai related threads? I see your misplaced post in the Chennai sub-forum and now you post an article that has already been covered.. that too from Jan 2008. :ohno:

Please be considerate.

It is not my intention to spam. I went through this thread I did not see this particular article posted. Though this is Old, thought this is bit informative. Since, you have expressed your concern, I will delete it.

Thanks for the feedback.

source: http://newstodaynet.com/newsindex.ph...0&%20section=7 (http://newstodaynet.com/newsindex.ph...0&%20section=7)

Speaking on the sidelines of workshop on trade cooperation promotion organised by Federation of Indian Chambers of Commerce and Industry (FICCI) today, the Chief Secretary also said that the city would be getting metro trains and that the announcement on it would be made soon.

Guys,

Any new development on our metro ? Ground work start date, coach designs, station designs ...

so far the Chennai Metro project has been the slowest in the country I should say. This is mainly because of the politics around it I am sure. Well with all blessings this project will start by end of next year is my assumption from the way everything usually goes :-)! Hopefully they dont plan to complete this by 2025 or something...it will be outdated already.

The Metro and Airport are two highly visible projects and in both counts Chennai is slipping behind the rest. Another issue with the Metro, is why MRTS of IR is not part of the Metro plan. Seems like we have one system on IR in broad gauge and now Metro in standard gauge, islands unto themselves. Sometimes I wonder who makes up such disparate systems. Transportation must be viewed in a holistic manner, synchronization with all forms is a sign of efficiency. Germany does this very effectively. Strong leadership needs to cut through the bureaucratic malaise and clear the path soon. Otherwise Chennai will look like a 3rd rate city.

Please See the link : http://www.chennaimetrorail.gov.in/status_may2008.html


Executive Summary of Status Report as on May-2008. (http://www.chennaimetrorail.gov.in/status/Chapter_0.pdf)

so far the Chennai Metro project has been the slowest in the country I should say. This is mainly because of the politics around it I am sure. Well with all blessings this project will start by end of next year is my assumption from the way everything usually goes :-)! Hopefully they dont plan to complete this by 2025 or something...it will be outdated already.

LOL you think this was slow? Take a guess as to when the Delhi Metro was conceived? 1960 LOL! Real construction began in 1998! It took those babu bastards 48 years after to even start constructing the damn thing!

Oh well, we can't complain now because it's such a masterpiece...

Well anything before the 2000's I dont consider planning or being planned at all. This way the MRTS was planned well before 2000...and by the time it came in, its already outdated, not that city has become so modern, its just bad planning. The DMRC planned, proposed or whatever earlier, now Delhi still serves better roads and public transport needs than any indian city. This also has to do with the Babus :-) being more concentrated only on Delhi. Everything related to south need to get approved from Delhi..BS!

However, Metro for Chennai is very required to put the autowallas out of business for long runs. Pretty sure by the time this gets done, there will be 20 million people in chennai and there will be more demand for it ..hehe.

Everything related to south need to get approved from Delhi..BS!

If there's a capital intensive project that requires the support of union funds then it has to be approved by the union government. This goes for any project in any region of India so I don't see why you have to single out the South.

so far the Chennai Metro project has been the slowest in the country I should say.

You probably meant to say last approved amongst the big cities.

Just for the record, if civil works start in July/Aug as planned then the Chennai Metro will become the fastest metro in India to go U/C since its approval by the state govt which in Chennai's case was made in Nov 07.


Del govt gave approval in 94/95, DMRC was formed in May 1995 - construction began in Oct 1998
KA govt gave approval in 2005 and construction began in Apr 2007
AP govt gave approval in Jan 2007, HMR was formed in Apr and work will hopefully begin in July this year.
MH govt gave approval for the Mumbai metro in 2005 and after bidding and delays, construction began this feb.
I don't know much about the timeline of the Kolkata metro but looking at the fact that it was constructed in the 70's, I'd reckon that they would have taken atleast a good 3-4 or more years to start construction after getting the approval from the state government.

"If there's a capital intensive project that requires the support of union funds then it has to be approved by the union government. This goes for any project in any region of India so I don't see why you have to single out the South."

Bureaucracy! Everything needs approval for funds, however little. Obvious right. But these central channels make it slower. They get priority for their stuff in Delhi and then others, particularly the South. In general, how long did it take for BIAL to start! Mostly central cancellations if yuo look up thier timeline. AP did a good thing, PPP airport, otherwise it would be like BIAL. Time we give more powers to the state.

"You probably meant to say last approved amongst the big cities"
FYI. Talks about the Metro started looong back in 2002. Then Monorail came in and then whatever hapenned. The dates given are always on paper, guess no one remembers anything! Things happen slow always in India, but even slower in Chennai if you know what I mean :-)

They get priority for their stuff in Delhi and then others, particularly the South.

Again, I don't see why you to be obstinate and single out the South when each part of India has to go through the same process. The East-West metro line in Kolkata was first brought up in 2002/3 and just yesterday it got approved from the central government. So that makes it two regions in India which the central government overlooks right? If you want, I can throw in details of projects in other parts of India where projects and funds took time to get approved.


FYI. Talks about the Metro started looong back in 2002. Then Monorail came in and then whatever hapenned. The dates given are always on paper, guess no one remembers anything! Things happen slow always in India, but even slower in Chennai if you know what I mean :-)

The state government is the one which selects the mode of transportation for its cities. After that's finalized, a Detailed Project Report (DPR) is made and then the request for funds if required is made to the central government. All the state govts with big cities went ahead and had their DPRs for a metro system made around 2005/6 while the TN government insisted on the monorail and even went on to ridicule DMRC's proposal for a metro (http://www.thehindu.com/2006/02/04/stories/2006020408430500.htm) in Chennai. So who was at fault then? The babus sitting in Delhi?

"You probably meant to say last approved amongst the big cities"
FYI. Talks about the Metro started looong back in 2002. Then Monorail came in and then whatever hapenned. The dates given are always on paper, guess no one remembers anything! Things happen slow always in India, but even slower in Chennai if you know what I mean :-)

Here we should blame our TN parties!

DMK proposed metro before 2002, and then ADMK came they announced Monorail. Then again DMK gvt came and took metro project in begining itself. If the construction is not going to start in this government then again we have to see change!! May be Jaya will come and propose Maglev train for the city!!

Even if construction starts now, i couldn imagine the progress of metro in their(Jaya) period! It should not be another long going project like IT corridor!

If the existing projects has to continue smooth, we need the same government for next 5 years also!

Here we should blame our TN parties!

DMK proposed metro before 2002, and then ADMK came they announced Monorail. Then again DMK gvt came and took metro project in begining itself. If the construction is not going to start in this government then again we have to see change!! May be Jaya will come and propose Maglev train for the city!!

Even if construction starts now, i couldn imagine the progress of metro in their(Jaya) period! It should not be another long going project like IT corridor!

If the existing projects has to continue smooth, we need the same government for next 5 years also!

I think the DMK government has well understood that a Metro with higher capacity could only serve the population of chennai and monorail can be suitable for a Tier II City only (of Indian population.. Dont compare with Kuala Lumpur plz).
I feel that AIADMK govt was a little fancied by the Monorail or may be a "deal" was struck with the delegates who made a presentation for Monorail... ;)

While Metro is inevitable in the city, Once again I blame it on poor planning.

Metro on route 1 on anna salai is perfect and nothing could be expected more as I saw the full description very carefully. It can be modified slightly with extension till tollgate on the north

But metro route 2 is disappointing. They had merged PH road as well IRR in a single line whereas the need is both needs a dedicated metro.

By going with the proposed plan on route 2, there are couple of disadvantages which will never be overcome and infrastructure will never improve

1. The MRTS at anna nagar and Tirumangalam at metro is spaced just around 1.2 kms but left unconnected.

2. Expansion of metro in west(towards poonamalle) is needed but that is not addressed. Its tough to branch after a decade. With one side of Cooum is already booked for expressway, Metro can be elevated by using the other side of the cooum all the way till Poonamalle(Cooum is almost parellel to PH Road till velappan chavadi near tiruverkadu)

3. If you go through the proposed routes, they had deviated phase 2 to touch anna nagar. Though its good on one angle, its absolutely blunder on the other angle. There was a need for seperate metro along Avenue 2, and if you see the phase 3 the route contains the stretch from Ambattur Station - Ambattur Ind Estate - Vavin - Mogappair - Tirumangalam(and so on in the city). Now the stretch Ambattur - Mogappair - Tirumangalam which is densely populated will be left unconnected and had to content with other modes like BRT after a decade later as interchange options will be limited

I would suggest planning for the following routes as it would become inevitable in next couple of years

Mount Road - As it is proposed(Washermanpet to Airport along anna salai, GST road)

PH Road - Fort to Poonamalle along PH Road, NH 4(Small detour only to touch CMBT). Can be used for future connectivity to airport

IRR - Scrap MRTS after St thomas Mount but have metro along IRR between Villivakkam and St thomas Mount(Convert the BG from villivakkam to anna nagar to Standard gauge)

Also if you see the traffic patterns these are the next set of routes with high traffic density which may have metro in the next decade

1. Arcot Road corridor (Triplicane - Royappettah - Gemini - Kodambakkam - Vadapalani - Porur) and extension up to Kundrathur in second phase

2. Vyasarpadi to Red hills along erukkanchery High road/NH 5

While Metro is inevitable in the city, Once again I blame it on poor planning.

Metro on route 1 on anna salai is perfect and nothing could be expected more as I saw the full description very carefully. It can be modified slightly with extension till tollgate on the north

But metro route 2 is disappointing. They had merged PH road as well IRR in a single line whereas the need is both needs a dedicated metro.

By going with the proposed plan on route 2, there are couple of disadvantages which will never be overcome and infrastructure will never improve

1. The MRTS at anna nagar and Tirumangalam at metro is spaced just around 1.2 kms but left unconnected.

2. Expansion of metro in west(towards poonamalle) is needed but that is not addressed. Its tough to branch after a decade. With one side of Cooum is already booked for expressway, Metro can be elevated by using the other side of the cooum all the way till Poonamalle(Cooum is almost parellel to PH Road till velappan chavadi near tiruverkadu)

3. If you go through the proposed routes, they had deviated phase 2 to touch anna nagar. Though its good on one angle, its absolutely blunder on the other angle. There was a need for seperate metro along Avenue 2, and if you see the phase 3 the route contains the stretch from Ambattur Station - Ambattur Ind Estate - Vavin - Mogappair - Tirumangalam(and so on in the city). Now the stretch Ambattur - Mogappair - Tirumangalam which is densely populated will be left unconnected and had to content with other modes like BRT after a decade later as interchange options will be limited

I would suggest planning for the following routes as it would become inevitable in next couple of years

Mount Road - As it is proposed(Washermanpet to Airport along anna salai, GST road)

PH Road - Fort to Poonamalle along PH Road, NH 4(Small detour only to touch CMBT). Can be used for future connectivity to airport

IRR - Scrap MRTS after St thomas Mount but have metro along IRR between Villivakkam and St thomas Mount(Convert the BG from villivakkam to anna nagar to Standard gauge)

Also if you see the traffic patterns these are the next set of routes with high traffic density which may have metro in the next decade

1. Arcot Road corridor (Triplicane - Royappettah - Gemini - Kodambakkam - Vadapalani - Porur) and extension up to Kundrathur in second phase

2. Vyasarpadi to Red hills along erukkanchery High road/NH 5

I think,The routes which you suggests,was in the proposed corridors,around 6 corridors.
For the phase 1,they have chosen only two corridors.I am not sure,will they consider the other proposed routes in future expansion.

But i found something interest in ur post.
Convert the BG from villivakkam to anna nagar to Standard gauge
Why can't we convert MRTS in to standard gauge?
If it is possible,we will be having a circular metro line."Central to Central"

I think,The routes which you suggests,was in the proposed corridors,around 6 corridors.
For the phase 1,they have chosen only two corridors.I am not sure,will they consider the other proposed routes in future expansion.

But i found something interest in ur post.

Why can't we convert MRTS in to standard gauge?
If it is possible,we will be having a circular metro line."Central to Central"

We cant convert MRTS's gauge as it will involve huge cost as well as change in station designs.

But Villivakkam - Annanagar is most underutilized line(Now no services because of padi flyover construction). Had the line touch CMBT I am sure the patronage will be in leaps and bounds. Since the proposed metro is standard gauge, Its wise to convert the small stretch of 3.5 kms to standard gauge as full stretch is on ground and requires little efforts.

I am for Extending the villivakkam - anna nagar line(converted to SG) extend it to Alandur(as proposed in phase 2 of the metro between CMBT and Alandur).

PH Road metro can proceed west wards using the same alignment proposed except the small change to touch CMBT. CMBT can act as an interchange station so that passengers for all 4 directions(Towards Central, Poonamalle, Villivakkam and alandur) can use the services

If that happens means they are very serious in their business

^^ change of gauge is impossible at least on the phase II stretch from mylapore to velachery as it uses ballastless tracks with the rails directly fixed to the concrete. so conversion is ruled out

I find this gauge issue once again a vexing problem. The British created enough havoc in India with 3 of them for no reason other than bureaucracy fiefdoms. The world has many more. Standard gauge is the new world norm. However, Delhi Metro made the wisest choice by retaining broad gauge, in line with the unigage policy of IR. IR is in the process of conversion to one single gauge. In my opinion Chennai Metro should have adopted the same reasons as Delhi Metro and made the choice as broad gauge. Why this did not happen beats me. But given such a monumental mistake, the next best thing they should have done is to have merge points with the MRTS and other systems. Having a metro line and a MRTS line in one station makes sense for passengers. They can easily embark/disembark and move to the other. MRTS should be promptly converted into a Delhi Metro Style system. Trains and signalling upgrade is all that is needed for this to happen and also convincing IR to part with the system to Chennai Metro. The MRTS trains and carriages are standard IR junk. Carriages with better aerodynamically styled exteriors, tightly shut doors, A/C as a standard, durable seating, etc is the trend. Having an integrated transportation solution is very critical for its success and mass adoption.

^^ change of gauge is impossible at least on the phase II stretch from mylapore to velachery as it uses ballastless tracks with the rails directly fixed to the concrete. so conversion is ruled out

My dream is to have a single service,only Metro,No standalone model like MRTS and No SubUrban.Already chennai has the strong rail connectivity,If all uses the same gauge,We can have more routes.(So by upgrading the trains and services,we can get the metro now itself)

For example,Tambaram to Koyembedu direct metro service,From MRTS route stations to Koyembedu etc..

Now also,if the user can come to mount and he can take METRO.But It wont give the comfort like direct train service.

From your post,Conversion of MRTS is ruled out,it means we have only one option,Metro has to be in Broad Gauge..

^^

Yes Broad gauge is needed for metro.

But there is some difference exists between the IR's EMU car and Delhi Metro coaches.

I think the width of the Delhi metro coaches are less when compared to Chennai/Mumbai EMU cars.

If we want to run Delhi Metro type coaches in Chennai Suburban lines and MRTS lines it is impossible. It is possible only when the PFs width increased or Chennai Metro coaches can have broad coaches like that of IR EMU cars.

BOTH the above will not happen. So the following stations will be a transit stations.

1. Chennai Central
2. MMC
3. Park
4. Park Town
5. Central on Line one metro
6. Central on Line two metro
7. Beach
8. Washermanpet
9. Egmore
10. St.Thomas mount
11. Thriuvanmiyur (if MRTS extends to OMR/ECR)
12. Koyamedu (to Mofusil buses)
13. Tambaram (to Intracity trains and Chengalpattu/Kanchi)
14. Anna Nagar (if the Metro station comes near to existing Anna Nagar Suburban station.)

Other than this stations like Guindy will play important role in transit.

St. Thomas Mount will be a hot spot with big transit from Suburban to Metro to MRTS. At that time SR should stops the Egmore bound trains at St.Thomas mount instead of Mambalam.

My dream is to have a single service,only Metro,No standalone model like MRTS and No SubUrban.Already chennai has the strong rail connectivity,If all uses the same gauge,We can have more routes.(So by upgrading the trains and services,we can get the metro now itself)

For example,Tambaram to Koyembedu direct metro service,From MRTS route stations to Koyembedu etc..

Now also,if the user can come to mount and he can take METRO.But It wont give the comfort like direct train service.

From your post,Conversion of MRTS is ruled out,it means we have only one option,Metro has to be in Broad Gauge..

Combining metro with trains is a very bad idea;
1/ Metro's should be runned fully automatic and therefore have a different safety system.
2/ Metro's should run a maximum capacity, which is every 2,5 minutes. Therefore it cannot share with other lines.

multi-modal transportation network with good interchange is the future. Not standardising gauges.

Combining metro with trains is a very bad idea;
1/ Metro's should be runned fully automatic and therefore have a different safety system.
2/ Metro's should run a maximum capacity, which is every 2,5 minutes. Therefore it cannot share with other lines.

Metro is not going to share tracks with Suburban Trains.
Suburban trains have dedicated broad gauge tracks.These dedicated tracks can be used for metro and assume no suburban trains services.
It is applicable for MRTS also.MRTS is also having dedicated tracks.

If MRTS and SubUrban service are stopped,It is possible to start Metro service,Which will use that dedicated tracks.

So there is no sharing and the safety measures can also be improved.

Metro is not going to share tracks with Suburban Trains.
Suburban trains have dedicated broad gauge tracks.These dedicated tracks can be used for metro and assume no suburban trains services.
It is applicable for MRTS also.MRTS is also having dedicated tracks.

If MRTS and SubUrban service are stopped,It is possible to start Metro service,Which will use that dedicated tracks.

So there is no sharing and the safety measures can also be improved.

It is true.. Almost all cities in the world which have metros have a routine schedule and no special trips criss-crossing corridors happen.. Which means that the SubUrban corridor will have its own schedule, MRTS will have its own schedule and also the proposed 2 Metro corridors.. Only the passengers have to change trains at junctions... So it is the duty of the city planners to provide proper and convenient links (with Travellators too) so the passengers find it quick and easy to change... And it will not be viable to run Trains very frequently on a track which switches Trains across different corridors...

^^

Yes Broad gauge is needed for metro.

But there is some difference exists between the IR's EMU car and Delhi Metro coaches.

I think the width of the Delhi metro coaches are less when compared to Chennai/Mumbai EMU cars.

If we want to run Delhi Metro type coaches in Chennai Suburban lines and MRTS lines it is impossible. It is possible only when the PFs width increased or Chennai Metro coaches can have broad coaches like that of IR EMU cars.



What differences, do you have references on this?

Mine say the following (Wiki) for Delhi Metro: The MRTS rolling stock are manufactured by ROTEM, relying on 1676 mm (5 ft 6 in) track gauge (broad gauge).

IR from http://www.indianrailways.gov.in/deptts/stores/TENDERS/gp214-spec.pdf : BG’ means 1676 mm gauge, referred to as Broad Gauge.

So the rolling stock is the same. The actual width of carriages could vary but it highly irrelevant. As long as wheel width base is not changed things should be fine.

multi-modal transportation network with good interchange is the future. Not standardising gauges.

I have to agree on the first and disagree on the second observation. Standards are key in logistics, look at the debacle that IR faced on standards. TN South suffered because of meter gauge, the area was left unconnected to the rest of India and hence no development. IR is spending oodles of money on the uni-gauge project, though it has taken a long time to convert. A country like China would have finished it much faster.

I have to agree on the first and disagree on the second observation. Standards are key in logistics, look at the debacle that IR faced on standards. TN South suffered because of meter gauge, the area was left unconnected to the rest of India and hence no development. IR is spending oodles of money on the uni-gauge project, though it has taken a long time to convert. A country like China would have finished it much faster.

I must agree. When I said 'not standardise guages' I meant not to try mix Metro and Heavy Rail and try run trians in all routes. Instead I suggested it is better to build stations with good interchange facility between the various forms of transport. ie.Metro,MRTS,IR,MTC etc

Standardising IR heavy rail network to braod guage ( upgrading meter guage to broad guage ) is ofcourse a priority and a necessity, no questions asked.

I must agree. When I said 'not standardise guages' I meant not to try mix Metro and Heavy Rail and try run trians in all routes. Instead I suggested it is better to build stations with good interchange facility between the various forms of transport. ie.Metro,MRTS,IR,MTC etc

Standardising IR heavy rail network to braod guage ( upgrading meter guage to broad guage ) is ofcourse a priority and a necessity, no questions asked.

Is there any way, the authorities could be questioned about this? If you notice, similar "islands" of metro lines with standard gauge are being constructed in Bangalore and Hyderabad.

barrykul,

The DMRC coaches are 10 feet wide, while the standard IR EMU is 12 feet wide. Actually, the DMRC coaches are SG coaches, fitted on top of BG bogies. The coach dimensions are identical to those that ROTEM (the same manufacturer) supplied for the Hong Kong MTR except that the system there is on SG. Thus, if DMRC coaches are used on the MRTS or on suburban routes, there would be a gap of one foot between the train and the platform, which would be unacceptable - a child or even a thin adult can fall in that space. Else, platforms would need to be modified (not that hard a task actually, but involves costs).

barrykul,

The DMRC coaches are 10 feet wide, while the standard IR EMU is 12 feet wide. Actually, the DMRC coaches are SG coaches, fitted on top of BG bogies. The coach dimensions are identical to those that ROTEM (the same manufacturer) supplied for the Hong Kong MTR except that the system there is on SG. Thus, if DMRC coaches are used on the MRTS or on suburban routes, there would be a gap of one foot between the train and the platform, which would be unacceptable - a child or even a thin adult can fall in that space. Else, platforms would need to be modified (not that hard a task actually, but involves costs).

Sridhar,

Thanks for the clarification. As you say, the costs for retrofit of railway stations can be done without much ado. A simple overhang plate (1ft) with anti-skid surface can be bolted to the side of existing station. This is not much of a cost in the overall scheme of things. Then the MRTS can accommodate Delhi Metro coaches. Instant conversion of the existing MRTS; well - signals need upgrade and of course the aesthetics and other facilities like toll booth entry, etc.

Chennai Metro can leverage the existing infra of MRTS and leapfrog the other metros. Now the last thing is to have other metro lines hooked up with MRTS stations and we have win-win.

DMRC is not in favour of broad gauge but because of the politics of Indian Railways it is been forced to adopt it......

It is true.. Almost all cities in the world which have metros have a routine schedule and no special trips criss-crossing corridors happen.. Which means that the SubUrban corridor will have its own schedule, MRTS will have its own schedule and also the proposed 2 Metro corridors.. Only the passengers have to change trains at junctions... So it is the duty of the city planners to provide proper and convenient links (with Travellators too) so the passengers find it quick and easy to change... And it will not be viable to run Trains very frequently on a track which switches Trains across different corridors...

So Metro lines provide end to end service across world.I am unaware of it.
If this is the standard across the world,We have to agree with it.

Atleast,Govt has to provide better designed coaches for MRTS and Sub Urban.I guess It is possible.

barrykul,

The DMRC coaches are 10 feet wide, while the standard IR EMU is 12 feet wide. Actually, the DMRC coaches are SG coaches, fitted on top of BG bogies. The coach dimensions are identical to those that ROTEM (the same manufacturer) supplied for the Hong Kong MTR except that the system there is on SG. Thus, if DMRC coaches are used on the MRTS or on suburban routes, there would be a gap of one foot between the train and the platform, which would be unacceptable - a child or even a thin adult can fall in that space. Else, platforms would need to be modified (not that hard a task actually, but involves costs).

I think modifying platforms is not a big cost compared to creating islands of rail corridor and sacrificing future extensions and new routes in the exiting lines.

^^

But is it possible to suspend the service in Mumbai, Chennai suburban/MRTS for a 3-4 days to increase the PF widths and changing the rakes from conventional EMU cars to Metro coaches?

Mumbai/Chennai will come to grinding halt!

But this can be first implemented in Chennai MRTS! This will give lesson for implementing in Mumbai and Chennai Suburban.

-----------------------------------------------------------------------

IR may oppose it in suburban tracks. Because some times IR is using these suburban tracks for express trains also!!

Centre’s nod awaited

Special Correspondent


CHENNAI: The State government is expecting the Centre’s approval for funding the Rs.9,757-crore Chennai Metro Rail project.

The Planning Commission has approved it in principle.

The Japan Bank for International Cooperation (JBIC), funding agency for the project, is evaluating the scheme. The Centre’s approval and the JBIC’s clearance are expected in two months, according to official sources here. Chief Secretary L.K. Tripathy on Monday conducted a review of the project’s progress at a meeting. Officials from the Chennai Metro Rail Company and its directors were present.

http://www.hindu.com/2008/06/17/stories/2008061759990500.htm

But is it possible to suspend the service in Mumbai, Chennai suburban/MRTS for a 3-4 days to increase the PF widths and changing the rakes from conventional EMU cars to Metro coaches?


There are ways to make this seemless. e.g. the metro coaches can be run on day 1 with a temporary 1 foot wide floor plate extender when the doors open. Each station can be retrofitted with the additional 1 ft bolted plate. Obviously the extender should be flexible, for not extending when the bolted plates are there. I can design such a contraption very easily :) no big challenge, really. When the retrofit is complete time to take away the extenders. As a public cautionary measure, they can have designated areas wherein people can queue up for boarding and cordon of the remaining areas so no one slips into the proverbial 1 foot abyss.

^^ not happening mate. imagine if your 1foot temporary plate were to give way under the load of 2000 people at peak hour. you'd be counting the bars..

^^ not happening mate. imagine if your 1foot temporary plate were to give way under the load of 2000 people at peak hour. you'd be counting the bars..

Saare, we are talking about stop gap measure for 3-4days, and sturdy iron plates that don't snap like brittania biscuit. BTW 2000 people at the same time on 1 entrance is a little far fetched and impossible.

Having two disparate systems especially a creaking/old style junk IR carriages for an evolving metropolis is not smart. Unless IR radically changes which is like wishing for the moon, I don't see a way forward other than a retrofit of MRTS to Metro.

Chennai: G Murali, a commuter who often travels from Chromepet to Egmore,
usually waits for the new-look stainless steel suburban train to arrive as he does not like to get his shirt stained by
the rusty fittings of an older rake.
Though peak-hour commuters may not have the luxury of choosing a train with better interiors, they are happy
that Electrical Multiple Unit (EMU) trains have improved over the years. And
soon, commuters like Murali will not have to wait for a better-looking train: all the trains will be good looking.
A 11% increase in suburban commuter traffic has not only encouraged the railways to increase the frequencies
and augment the carrying capacity of trains by adding more coaches, but also make the interiors of the coaches
aesthetically appealing.

The Integral Coach Factory (ICF) has perfected a design based on feedback for the futuristic coaches it
is supplying to the Mumbai suburban railway. It will roll out the same coaches for Chennai within three years.
The modern features incorporated into the design include a never-before modern frontage, an airconditioned driver
cab, stainless steel interiors and an LCD display linked to a geo-positioning system that will show the name of the station.

The transformation has already begun. As old rakes expire (their lifespan is 25 to 30 years), they are being replaced
by new-look rakes, which might not be as sophisticated as the ones ICF makes for the Mumbai suburban railway, but
nearly as good. Chennai commuters, long used to dingy iron and steel coaches with narrow grilled windows, are
often awestruck when one of these new-look trains rolls in. They have stainless steel interiors, better ventilation and
more space to stand.

That’s not all: commuters will soon have the choice of travelling by air-conditioned coaches in three surburban
sectors — the Chennai Beach-Chengelpet, Chennai -Tiruvallur and the Chennai-Gummidipoondi sections.
To meet the rise in traffic, the railways is also increasing the number of coaches. Starting Friday, the length of all
trains will go up from nine to 12 cars, raising their minimum carrying capacity to 3,600 commuters. “We can only
enhance the carrying capacity because there is no scope for increasing the frequency to the level of Mumbai, which is
one train every four and half minutes,” said Southern Railway Chief Public Relations Officer Neenu Ittyerah.

http://epaper.timesofindia.com/Repository/getimage.dll?path=TOICH/2008/06/20/2/Img/Pc0020700.jpg

http://epaper.timesofindia.com/Repository/getimage.dll?path=TOICH/2008/06/20/2/Img/Ar0020000.png (http://epaper.timesofindia.com/Default/Scripting/ArticleWin.asp?From=Archive&Source=Page&Skin=TOI&BaseHref=TOICH/2008/06/20&PageLabel=2&EntityId=Ar00201&ViewMode=HTML&GZ=T)

I know that this is not a Chennai Metro article but cant help thiking why the Suburban cant be urgraded
to a DMRC metro like passenger experience as opposed to the half hearted Mumbai Suburban effort.
This will help seamlessly integrate passenger experience with the new Chennai Metro...

This line in the above article makes for hilarious reading
"The Integral Coach Factory (ICF) has perfected a design based on feedback for the futuristic coaches it is supplying to the Mumbai suburban railway. It will roll out the same coaches for Chennai within three years. "

It should actually read
"The Integral Coach Factory (ICF) has resigned itself to a design based on feedback for the new old fashioned coaches it is supplying to the Mumbai suburban railway. It will roll out the same coaches for Chennai within three years when progressive railway systems the world over moved on from such a design 20-30 years ago. It does not have the vision nor the inclination to do any better. Kindly Adjust :hilarious"

Does anyone have details on how much more expensive the BHEL rakes used for the DMRC are
over the 'futuristic'(as they put it) new rakes for the Mumbai suburban?

The incremental comfort levels is still a couple of decades behind the times compared to the world class experience one gets in DMRC.
Surely Chennai and Mumbai suburbans can come with the same DMRC coaches ow being mass produced in India.
Also I am sure Chennai and Mumbai folks are at least as clean and well behaved as Delhi commuters that they can maintain
the modern plastic and glass A/C interiors of the metros as opposed to the current new 'futuristic' rakes.

This still reeks of socialistic conservatism unwilling to relate to our country's rapidly transforming stature.

Once all the new metros come into place - given that these 'futuristic' replacements will be in use for the next
25 years (if that is their intended lifespan) they will look really outdated in another 4 years when all the new metro projects
across Bharath start getting commissioned.

How much more expensive will it be for the ICF to upgrade theinteriors of even the new Mumbai rakes to this level
- by cladding it will easy to maintain plastic (no need for painting) and glass and rubberised floors as seen in the Delhi Metro?
10-15% (20-25% if air conditioned which I think is a must in costal cities especially) more expensive to manufacture
the existing rakes with these modern interiors? ICF could have the following things at a not so expensive increment to cost:
-Clad walls and roof with plastic
-Use glass walled door side partitioned as in DMRC
-Hardwearing plastic floors instead of stainless steel
-Replace old fashioned fans with concealed ventilation ducts
-A/C I feel is highly desirable for all warm (that would probably mean all major cities in India) cities...
-automatically closing doors is a safety requirement...
http://img36.imageshack.us/img36/7316/untitledbit4ho.png (http://imageshack.us)http://img36.imageshack.us/img36/5616/ol4nd.png (http://imageshack.us) Pic thanks to Londonindyboy

One good thing with these rakes is the extra 2 feet width over the DMRC rakes for more capacity and space...
how I wish wish they could be upgraded in the above mannerby ICF - this doesnt require High tech inputs...
just some ingenuity on the cost management dept.

Chennai: G Murali, a commuter who often travels from Chromepet to Egmore, usually waits for the new-look stainless steel suburban train to arrive as he does not like to get his shirt stained by the rusty fittings of an older rake.
Though peak-hour commuters may not have the luxury of choosing a train with better interiors, they are happy that Electrical Multiple Unit (EMU) trains have improved over the years. And
soon, commuters like Murali will not have to wait for a better-looking train: all the trains will be good looking.
A 11% increase in suburban commuter traffic has not only encouraged the railways to increase the frequencies and augment the carrying capacity of trains by adding more coaches, but also make the interiors of the coaches aesthetically appealing.
The Integral Coach Factory (ICF) has perfected a design based on feedback for the futuristic coaches it is supplying to the Mumbai suburban railway. It will roll out the same coaches for Chennai within three years. The modern features incorporated into the design include a never-before modern frontage, an airconditioned driver cab, stainless steel interiors and an LCD display linked to a geo-positioning system that will show the name of the station.
The transformation has already begun. As old rakes expire (their lifespan is 25 to 30 years), they are being replaced by new-look rakes, which might not be as sophisticated as the ones ICF makes for the Mumbai suburban railway, but nearly as good. Chennai commuters, long used to dingy iron and steel coaches with narrow grilled windows, are often awestruck when one of these new-look trains rolls in. They have stainless steel interiors, better ventilation and more space to stand.
That’s not all: commuters will soon have the choice of travelling by air-conditioned coaches in three surburban sectors — the Chennai Beach-Chengelpet, Chennai -Tiruvallur and the Chennai-Gummidipoondi sections.
To meet the rise in traffic, the railways is also increasing the number of coaches. Starting Friday, the length of all trains will go up from nine to 12 cars, raising their minimum carrying capacity to 3,600 commuters. “We can only enhance the carrying capacity because there is no scope for increasing the frequency to the level of Mumbai, which is one train every four and half minutes,” said Southern Railway Chief Public Relations Officer Neenu Ittyerah.

http://epaper.timesofindia.com/Repository/getimage.dll?path=TOICH/2008/06/20/2/Img/Pc0020700.jpg

http://epaper.timesofindia.com/Repository/getimage.dll?path=TOICH/2008/06/20/2/Img/Ar0020000.png

http://epaper.timesofindia.com/Default/Scripting/ArticleWin.asp?From=Archive&Source=Page&Skin=TOI&BaseHref=TOICH/2008/06/20&PageLabel=2&EntityId=Ar00201&ViewMode=HTML&GZ=T

I see absolutely no improvement from the old coaches. The LED display themselves look so flimsy ad fragile. I'm sure they are going to be broken or repaired within a few months.

Atleast in the old coaches, the windows let in more air and light. The new coaches have a lift-up glass window design. This will get stuck or will not stay in place when lifted up. The glass will also get easily damaged. It is high time, they shifted to Metro-like coaches. Why do they want to stick to these stupid ones for the next decade or so?

Not a decade, but 30 years or so, which is the life of these rolling stock. One additional feature that is an absolute must for an urban transport system is an automatically closing door. It is the minimum that is required from the point of view of safety. Chennai has lower overcrowding than Mumbai (for the most part) and hence it is feasible. But that is not in the plan for these new coaches at all. It can be retrofitted later of course, but should be done now when a major plan for replacement of coaches is underway.

IR is never going to make anything but incremental changes. The most logical thing to do is to hand over the suburban railway operations to the Chennai Metro Rail Corporation. MRTS is a standalone system already (except some shared tracks from Park Town to Beach) and the rest of the suburban system can also be separated. The Beach-Tambaram section has two separate tracks for suburban trains and the Beach/Central to Arakkonam line has two/one separate tracks for parts of the way. Hence, separation of suburban rail lines from IR is not all that hard. Even where there are shared facilities, an arrangement can be arrived at where CMRL pays IR for the use of shared infrastructure. Such arrangements exist in many places around the world, and also within India (e.g. privately owned container trains).

If the CMRL were to operate the suburban line, it could optimally plan and operate the existing rail-based mass transit infrastructure in the city in an integrated fashion along with the new metro lines. Rolling stock could be gradually upgraded on the suburban lines. Common ticketing could be introduced. And optimal transfer facilities could be created. All this will ensure that Chennai has a world-class urban transit system. But do our politicians and administrators have the vision to see this and the tenacity to see it through? I doubt it very much.

Excellent observation. Common ticketing and single system is the key.

IR can concentrate on Freight (which is the new mantra for Lalu and IR's profit) and long haul railway traffic. The suburban traffic should/ought to be converted a la Metro style. Integral coach factory carriages are an abomination. These coaches are not properly designed for suspension, accessories are slapped on willy nilly any which side, toilets are a shamble, interior decoration looks a children class project, fit and finish are enough to puke upon. I have seen some custom coaches done for other railways (e.g. African ones), which have polished Mahogany interiors and look very professionally done. But for IR the coaches are just downright ridiculous in quality and construction.

Indian public is craving for world class systems and they deserve such a system. Our politicians and babus (IAS clan) need to envision a rising India which could well become the largest economy in the world in a very short span of time (decades). Having a long term vision commensurate with such a vision is the need of the hour.

Not a decade, but 30 years or so, which is the life of these rolling stock. One additional feature that is an absolute must for an urban transport system is an automatically closing door.

Well said.. But I think, as of now, IR does not have a Rolling Stock design of that kind.. It has to "Buy" design from some European company.. And it is not possible/easy to fit doors to existing Rolling Stocks.. (May be they can do research on that)
It is the minimum that is required from the point of view of safety. Chennai has lower overcrowding than Mumbai (for the most part) and hence it is feasible. But that is not in the plan for these new coaches at all. It can be retrofitted later of course, but should be done now when a major plan for replacement of coaches is underway.
With resource constraints in IR, things are expected to move slowly.(May be IR can think of a PPP Model here)

IR is never going to make anything but incremental changes.
You have pointed that IR can only do incremental changes because they cannot simply throw away existing coaches.
The most logical thing to do is to hand over the suburban railway operations to the Chennai Metro Rail Corporation.
IR will never give away its property just like that to somebody. They have spent crores of Rupees over Decades for construction and Maintenance. It is like asking somebody to donate all his wealth to someone. If it is an arrangement like leasing the property to a private player, it would be good, but IR will not do that as it is the most profitable part of their business
MRTS is a standalone system already (except some shared tracks from Park Town to Beach) and the rest of the suburban system can also be separated. The Beach-Tambaram section has two separate tracks for suburban trains and the Beach/Central to Arakkonam line has two/one separate tracks for parts of the way. Hence, separation of suburban rail lines from IR is not all that hard. Even where there are shared facilities, an arrangement can be arrived at where CMRL pays IR for the use of shared infrastructure. Such arrangements exist in many places around the world, and also within India (e.g. privately owned container trains).
Infrastructure sharing is a good option in a generic sense, but for a High Frequency Urban Rail Network, sharing lines have proven to be less efficient.
If the CMRL were to operate the suburban line, it could optimally plan and operate the existing rail-based mass transit infrastructure in the city in an integrated fashion along with the new metro lines.
Well, it does not make any augmentation to passenger capacity, apart from Management integration?As you know that Metro is expected to be on Standard guage, but MRTS is on BG Rolling stock could be gradually upgraded on the suburban lines. Exactly.. gradual replacement is the only solution Common ticketing could be introduced.
That can be done even without transfer of property And optimal transfer facilities could be created. Like skywalks and Feeder Bus Services All this will ensure that Chennai has a world-class urban transit system. But do our politicians and administrators have the vision to see this and the tenacity to see it through? I doubt it very much.

I understand that people are desperate to see Change.. But changes does not happen overnight...

Excuse me for saying this, but the arguments above sound like the tired arguments of an IR official - obstructive and not willing to see beyond IR's narrow interests, rather than the commuter's.

Firstly, both IR and CMRL belong to the people. MRTS was built using investments made by both GoI and GoTN. So transferring property from one to the other is just an accounting change. Even if it were not, it is easy to come up with arrangements that satisfy legal and other requirements.

Second, the sharing of tracks is already happening. Nothing will change from an operational point of view with the transfer of suburban services to CMRL except a change of ownership. Over time, it can lead to better planning, upgradation of stations and of rolling stock etc. So there is not much on the cost side, but lots on the benefits side.

Third, there is no major high technology involved in automatically closing doors. As a matter of fact, IR itself has such coaches - running on the Kolkata Metro. These coaches were made at ICF, Perambur. Retrofitting is also not big deal. It is well within the available capabilities within the country, including at ICF itself.

Nobody is asking IR to throw away existing coaches. The point is that when they are replacing coaches, they are replacing them with coaches that have only incremental improvements, when they have an opportunity to plan for the future. My point is that IR is incapable of that.

Regarding no change in capacity by transferring suburban lines to CMRL, capacity augmentation is not the objective. The objective is better planning, both of projects as well as of operations. There are definite efficiency gains by transferring planning authority to one body rather than multiple ones. Even the national urban transport policy advocates that. But there are also large potential gains from common operations. The efficiency gains from common ticketing is an important benefit too.

Even if common ticketing can be achieved across multiple bodies, it places constraints. For instance, there is firstly difficulty in getting different bodies to agree to a common ticketing formula. Next, CMRL's pricing will be subject to IR's pricing, which is a hugely inefficient process, with clearly bad outcomes often. Third, there are costs involved in setting up the accounting and other systems to ensure equitable revenue sharing and the infrastructure to read common tickets etc. Thus, there are definite benefits of keeping the entire system under one roof.

Overall, there are huge potential benefits to commuters of transferring all metro and suburban rail services (and also MTC bus services) to one organization. It requires all the organizations to look beyond issues of turf and vested interests. This is the way many major cities manage their public transport. Even if there are separate bodies, there is often an organization that sits above these organizations and coordinates their activities. Planners in India itself have often spoken about the need for us to move to such a system. But it has not happened, mainly because of turf battles (and the desire for control and the associated loot that goes with it).

When is this project going to be started?
Before parliament election,TN Govt has to start the main projects such as Airport Expansion,Greenfield Airport and chennai Metro.

If govt changes in central and the parties other than DMK,becomes the ally of the new central govt,then it is going to be disaster.After that i dont think these projects will be getting materialized.

This one year period is very important to us to see some developments.

Well it seems some people are interested in merging the suburban railway with chennai metro due to reasons like creation of railway islands due to difference in the gauges used. The Chennai metro is not going to be a single line but is a network of its own kind of railway system that is going to embed on the city along with the current road transport and suburban railway system. The routes of the Chennai metro were designed such that it compliments to the present suburban railway network as well as decrease the load on the bus transportation. So it isn't wrong to have two different kind of networks to serve the public.

It is also difficult to handover the suburban railway network to the Chennai metro because the suburban network sometimes handle the long distance express trains during peak hours. The southen railway is already not able to increase the suburban railway trains frequency along Chennai-Arakkonam and Chennai-Gummidipoondi sections as at peak hours these are used by express trains. Handing over of the two tracks to Chennai Metro means they are completely handicapped.

The facilities at the current suburban stations can be improved on par with the Chennai metro but i don't think that merging the traffic would be a viable option.

I also saw in one of the previous posts about the improvements being brought about to the coaches by ICF. It is quite disheartening. Why can't the ICF follow the policy of technology transfer and joint production with international companies like Seimens and Bombardier. This has been highly successfull in the defence and aeronautical sectors. Hope the railways will soon realise it.

There are quite a few lessons to be learnt form other railway systems around the world. Take for example the New York Metro system. Almost all parts of the network are underground. This has given the following advantages at the disadvantage of a higher cost of construction.

1. Since the railway network is underground land acquisition is reduced to a great extent.

2. Chaos on the surface is reduced.

3. Stations can be built underneath important places without affecting the surroundings providing easier connectivity.(for eg construction of a metro station in front of chennai central will be quite difficult and will create lots of problems).

4.This point is in particular reference to the line along anna salai and poanamalle high road. As the railway is overhead it freezes any kind of improvements to the road like future construction of flyovers and interchanges along these roads. It has already put in hold the elevated expressway along poonamallee high road as the NHAI is waiting for the project details of the Chennai metro on this line.

So even if it costs higher it will be for the benefit of the city. The higher cost is reduced by the less amount of land acquisition to be done. Don't know when our city planners will realise these and many other issues. Already poor city planning has lead to narrow roads and so traffic conjestion leaving no space for expansion.

Sorry mate you forgot to add some other disadvantages of building underground

1) It takes longer to build underground railway network.

2) Overground metro if build properly like in Delhi can also harvest much needed water(already in shortage in every Indian city)

3)The biggest factor you mentioned is cost.India is not a developed country so the efforts are to give city a world class system with much less of money as Japan bank will not approve the cost of building if you simply more than double it........

Sorry mate you forgot to add some other disadvantages of building underground

1) It takes longer to build underground railway network.

2) Overground metro if build properly like in Delhi can also harvest much needed water(already in shortage in every Indian city)

3)The biggest factor you mentioned is cost.India is not a developed country so the efforts are to give city a world class system with much less of money as Japan bank will not approve the cost of building if you simply more than double it........

But underground saves a lot of space and thus lowers real estate prices and prevents urban crunch

rain harvesting can be done underground as well

chennai is now at a point in it's development where it can afford to make costly investments to better the future

I also saw in one of the previous posts about the improvements being brought about to the coaches by ICF. It is quite disheartening. Why can't the ICF follow the policy of technology transfer and joint production with international companies like Seimens and Bombardier. This has been highly successfull in the defence and aeronautical sectors. Hope the railways will soon realise it.

Yes ICF certainly has to look for colaboration abroad. Their think tank by the looks of it, seems very much old school and certainly needs some fresh air.

Not to side track this thread. But recently I travelled by First AC to avoid the high cost involved in flying. I have to say that First AC is no better than an ordinary second class compartment except for the white sheet they put on top of the bed. It is such a risk
climbing the upper berth. The steps are not designed right.

Toilets are so bad, infact they've put those bathroom tiles that we put in homes as
toilet floor. Absolute lack of thinking and no innovation.

Sorry mate you forgot to add some other disadvantages of building underground

1) It takes longer to build underground railway network.

2) Overground metro if build properly like in Delhi can also harvest much needed water(already in shortage in every Indian city)

3)The biggest factor you mentioned is cost.India is not a developed country so the efforts are to give city a world class system with much less of money as Japan bank will not approve the cost of building if you simply more than double it........

yeah i accept that the cost factor plays an important role, but it must not be a hindrance for growth. Think of the chaos that would be there outside each metro station along these arterial roads:nuts:. One would literally give up taking a vehicle on these roads. At least the space crunch would be reduced to a great extent. Frankly speaking, in particular to Chennai metro and its present alignment, it is only going to hinder the traffic on these arterial roads.

You took an example of Delhi metro. In Delhi the metro lines are underground at arterial roads and city centre like Connaught place, Mandi house etc and becomes overground only when it crosses the CBD and proceeds towards Rithala, Najafgarh and Dwarka in the west and Shahdara in the east. Even the North south line emerges out only after it comes to the residential areas of Vasant Kunj and proceeds towards Gurgaon. In all these cases no overground system is present along arterial roads itself or rather very less lines lie along arterial roads.

Self Deleted

I also wish that within the City limits Metro should be underground.

Its perfect for Mount road as its underground till saidapet.

But for PH road its fully elevated corridor and plans are there to change to underground alignment only between aminjikkarai and Tirumangalam.

It should change and metro on PH road should also be fully underground between Fort - CMBT - Ashok Pillar. It can be elevated between Ashok Pillar and St Thomas mount

Its been a while since there has been anything happenning with Chennai Metro. Guys, please do post some encouraging news soon :-)!

Sorry mate you forgot to add some other disadvantages of building underground

1) It takes longer to build underground railway network.

2) Overground metro if build properly like in Delhi can also harvest much needed water(already in shortage in every Indian city)

3)The biggest factor you mentioned is cost.India is not a developed country so the efforts are to give city a world class system with much less of money as Japan bank will not approve the cost of building if you simply more than double it........

You forgot the most important reason to build a metro underground in city centers: Every city regrets having the metro being built above ground in the centers after a few decades. It's the same with fly-overs and high ways through city's they are all being demolished and replaced with underground metro and road tunnels. Boston put the highways underground. Seoul simply demolished the highway leaving no other option then the underground.
Even my city's (Amsterdam) biggest project put's trains, highways and metro's for a few KM's underground while they were not completed for a long time! 4th rail station completed just 2 years, metro line completed 11 years and the highway 27 years ago.

Are there any construction updates for chennai metro?
Any ideas about the rolling stocks?
Or is it still too early?

yes but i hope that this project is not shelved but atleast one phase of the project is completed before the next state assembly elections. Else the same thing would happen as to what happened to monorail during last govt's tenure and the perambur flyover the one before last tenure.

CHENNAI: With the Chennai Metro Rail system due to go on steam in months, a forum of residents' welfare associations demanded a slight deviation in Route Corridor–2 between Thirumangalam and Koyambedu stretch so that the traffic woes of the residents in these localities could end.

The residents demand a slight deviation towards western direction and continue till the Wavin junction, and take a left turn to join the Poonamalle High Road instead of taking a left turn at Thirumangalam junction, S Venkatesan, one of the joint-secretaries of FORAAM told this website’s newspaper.

It may be noted that the Anna Nagar West Extension and Mogappair together form the biggest residential area in the city; also in terms of density of population. Traffic too is growing by the day.

Talking to this website’s newspaper, T V Rajamohan, president of the Federation Of Residents Associations Of Anna Nagar Western Extension and Mogappair (FORAAM), a united body of more than 20 residents welfare associations said, “The system was primarily to connect the existing suburban railway networks in the city with all the points where large intra-city traffic is generated - the airport, the Central and Egmore railway stations which handle long distance trains, and the mofussil bus terminus (CMBT). Corridor-1 or Corridor- 2, is not beneficial to any of the residents here. I have raised the issue of discrepancies during a public consultation meet recently,” Rajamohan added.

http://www.newindpress.com/NewsItems.asp?ID=IE920080728232224&Page=9&Title=Chennai&Topic=0&

How is that, even without starting any work, the metro is due for go on stream in months ?

Has any one any info/update on chennai metro ?

Maybe the New Indian Express correspondent was pursuing his(her) wishful thinking like us at Skyscrapercity!! :)

oops wrong post...

^^
Please post items related to Chennai Metro only. The above pic can be posted at the Delhi Metro thread.

How is that, even without starting any work, the metro is due for go on stream in months ?

Has any one any info/update on chennai metro ?

The reporter probably meant that the Metro construction is going to begin in a few months.

Even that seems to be like wishful thinking :(
Out of all the "Metro" related threads in this site, only our city seems to be so dormant. We literally didnt have anything concrete to report for around 2 months now.

^^
What can motivate the politicians/officials to speed up things ??. As you have rightly told, Chennai Metro project is dormant status for quite a long time.

Make them visit Delhi and also make them sit in Delhi Metro,that might motivate them,,,,

No works have been started.

The 1st planning report itself is not prepared/submitted. Once it is done, the Cabinet Ministry has to review and approve it. It may take a minumum 6 months.

Works at Bangalore and Hyderabad are nearing completion.

http://indianrailways.informe.com/forum/chennai-metro-rail-dt76-45.html

http://epaper.dinamalar.com/Web/Article/2008/08/01/009/01_08_2008_009_008.jpg

^^^Can you please transalate the general information?
Thanx

^^^Can you please transalate the general information?
Thanx

Translation:

It is learned that the Chennai Metro is still in its initial stages. Reliable sources informed:

Chennai Metro works - planned in three stages - is yet to gain momentum. Even the project feasibility and detailed plan for the project - envisaged to be executed with finance from Japan Bank - is incomplete. After completion of the draft, it has to be presented to the committee on Economic Affairs for approval and then the approval of the cabinet has also to be obtained. It will take atleast six months to obtain these clearances.

In the meanwhile, the Bangalore, Hyderabad metros have reached finishing stages and may start operations in a couple of years according to the sources.

Translation:

It is learned that the Chennai Metro is still in its initial stages. Reliable sources informed:

Chennai Metro works - planned in three stages - is yet to gain momentum. Even the project feasibility and detailed plan for the project - envisaged to be executed with finance from Japan Bank - is incomplete. After completion of the draft, it has to be presented to the committee on Economic Affairs for approval and then the approval of the cabinet has also to be obtained. It will take atleast six months to obtain these clearances.

In the meanwhile, the Bangalore, Hyderabad metros have reached finishing stages and may start operations in a couple of years according to the sources.


^^ The last statement as quoted in the news is grossly incorrect

yea, they just opened the financial bids for the Hyderabad metro and the construction has just begun on the Bangalore one...

I have got more confidence in Chennai metro than Hyderabad one but the way things are now,it looks like Bangalore will be a success like Delhi....

^^^Can you please transalate the general information?
Thanx

In my post i have quoted the important points in english!

But Arasu has given the full translation.

[QUOTE=Arasu;23499298]Translation:

Thanx for the translation.

Hi All,

Would be a good idea to get our Finance Minister Mr Chidambaram involved in some way to speed the Cabinet approval, once the Project report is finalized.

I wish a positive spirit of competing within the cities for the best metro (its construction, achievements & operations ) would have a good effect.

Regards
Ramesh

http://www.ptinews.com/pti%5Cptisite.nsf/0/DE43C0797CB6956B6525749C0044DE9C?OpenDocument

New Delhi, Aug 5 (PTI) After the success of Delhi Metro, a similar project in the Tamil Nadu will get a boost with Japan today extending Rs 852.69 crore for the Chennai Metro Project as part of the Rs 4,102.28 crore soft loans provided for five developmental projects in India.
The ODA loans, part of the first batch of the fiscal 2008-09, were announced by Japanese Foreign Minister Masahiko Koumura here today after his talks with External Affairs Minister Pranab Mukherjee.
The other four projects to receive the loans are the Punjab Biomass power project, the Hyderabad Outer Ring Road project-Phase II, Capacity Development for Forest Management and Personnel Training project and the Micro, Small and Medium Enterprises Energy Saving project.

The Chennai Metro Project will receive Rs 852.69 crore (21,751 million yen) to set up a 45-km long mass rapid transport system in the form of metro and elevated railways.

http://www.ptinews.com/pti%5Cptisite.nsf/0/DE43C0797CB6956B6525749C0044DE9C?OpenDocument

The Chennai Metro Project will receive Rs 852.69 crore (21,751 million yen) to set up a 45-km long mass rapid transport system in the form of metro and elevated railways.

Is this different from the JBIC funding? I thought the Japanese were extending a loan for the entire Rs. 9757 crore estimate...

http://www.ptinews.com/pti%5Cptisite.nsf/0/DE43C0797CB6956B6525749C0044DE9C?OpenDocument

New Delhi, Aug 5 (PTI) After the success of Delhi Metro, a similar project in the Tamil Nadu will get a boost with Japan today extending Rs 852.69 crore for the Chennai Metro Project as part of the Rs 4,102.28 crore soft loans provided for five developmental projects in India.
The ODA loans, part of the first batch of the fiscal 2008-09, were announced by Japanese Foreign Minister Masahiko Koumura here today after his talks with External Affairs Minister Pranab Mukherjee.
The other four projects to receive the loans are the Punjab Biomass power project, the Hyderabad Outer Ring Road project-Phase II, Capacity Development for Forest Management and Personnel Training project and the Micro, Small and Medium Enterprises Energy Saving project.

The Chennai Metro Project will receive Rs 852.69 crore (21,751 million yen) to set up a 45-km long mass rapid transport system in the form of metro and elevated railways.

That is one more step forward. Hope things go further forward from here..

I hope the construction starts soon now after the bids.....

I hope the construction starts soon now after the bids.....

I guess there has not been any update from the technical committee regarding the Metro.

Also there is probably lesser push also for Chennai due to existing suburban trains etc I think.

Assistance for metro rail project cleared

S. Vydhianathan

Loan pact to be signed in September

Government nod for DPR in seven days

http://www.hindu.com/2008/08/09/stories/2008080950140100.htm

CHENNAI: The Japanese government has given its approval for concessional assistance to the Chennai Metro rail project and the loan agreement is expected to be signed in September this year.

The total project cost is estimated at Rs. 11,124 crore, of which the Japanese loan component will be Rs. 8,646 crore and the first instalment will be Rs 853 crore. The State and the Central governments will be sharing the balance cost.

The Planning Commission has given in-principle approval for the project and the approval for Central funding is expected soon. It will take at least six years for the project to be completed from the date of commencement of the work.

According to Chennai Metro Rail Company sources, the detailed project report, prepared by the Delhi Metro Rail Corporation, was approved by the State government in just seven days. A special purpose vehicle was formed in one month and the project was presented for financial assistance. Another feature of the project was that special steps had been taken to provide liberal financial assistance to about 450 slum dwellers, who might be resettled as a result of the project. All displaced persons would be given ownership flats as well as cash assistance and skill training. It had been decided that the land required for the project would be acquired mostly by negotiation, paying a fair compensation as per market conditions.

The project report envisages two initial corridors. The first corridor is from Washermenpet to the Chennai airport via Broadway (Prakasam Road), Chennai Central Station, Ripon Building along Cooum River, Tarapore Towers, Spencers, Gemini, Anna Salai, Saidapet and Guindy and the second corridor will be from Chennai Fort to St. Thomas Mount via Chennai Central, along EVR Periyar Salai, Vepery, Kilpauk Medical College, Aminjikarai, Shenoy Nagar, Annanagar East, Anna Nagar Tirumangalam, Koyambedu, CMBT, along the Inner Ring Road, Vadapalani, Ashok Nagar, SIDCO and Alandur.

According to Chennai Metro Rail Company sources, the detailed project report, prepared by the Delhi Metro Rail Corporation, was approved by the State government in just seven days.

Does this mean that the station and route alignments are finalised. Few projects were waiting for the Metro alignment to be finalised. One such project that I can think of right away is the Elevated Corridor, which should be picking up steam now.

It had been decided that the land required for the project would be acquired mostly by negotiation, paying a fair compensation as per market conditions.

Definitely a welcome move. At least, the Metro will not face delays on this issue like the Airport project. We have already had enough delays on this thanks to our previous CM for scrapping it altogether.

Assistance for metro rail project cleared

.....
The total project cost is estimated at Rs. 11,124 crore, of which the Japanese loan component will be Rs. 8,646 crore and the first instalment will be Rs 853 crore. The State and the Central governments will be sharing the balance cost.



While the news item gives hope for quick start of the project, we can see the project has already shot upwards from 9757 cr to 11124 cr. Any more delay will increase it further.

Assistance for metro rail project cleared

S. Vydhianathan
Loan pact to be signed in September
http://www.hindu.com/2008/08/09/stories/2008080950140100.htm

CHENNAI: The Japanese government has given its approval for concessional assistance to the Chennai Metro rail project and the loan agreement is expected to be signed in September this year.

The total project cost is estimated at Rs. 11,124 crore, of which the Japanese loan component will be Rs. 8,646 crore and the first instalment will be Rs 853 crore. The State and the Central governments will be sharing the balance cost...

cool. Congratulations Chennai Metro! :cheers:

Work on the much-awaited Chennai Metro Rail Project is expected to begin by October this year with the Japanese government giving its nod for concessional assistance to build the transport system.

The Tamil Nadu government will sign the agreement with the Japanese government which is providing Rs 852.69 crore for the prestigious project in September.

News Article (http://economictimes.indiatimes.com/News/PoliticsNation/Chennai_Metro_Rail_work_to_begin_this_October/articleshow/3347843.cms)

Just noticed how many more approvals are needed.. goodness grief.. everybody and their uncle needs to nod on the project. This is ridiculous for India, certainly not a sign of forward progress. When are the administrative reforms going to happen. Time to institute modern work-flow concepts and a single room huddle for the aye/nay answer. No wonder these umpteen depts are employed with comfortable supplies of chai/biskoot to BS about yet another project. More paperwork and stenographers for the orgy of signatures in triplicate and the grand-poobahs to raise objections and duly note them in the margins.

Chennai Metro Rail work to begin this October (http://www.hinduonnet.com/thehindu/holnus/004200808101021.htm)

Work on the much-awaited Chennai Metro Rail Project is expected to begin by October this year with the Japanese government giving its nod for concessional assistance to build the transport system.

The Tamil Nadu government will sign the agreement with the Japanese government which is providing Rs 852.69 crore for the prestigious project in September.

"The Japanese government has agreed to extend more than Rs 800 crore for providing a better transport system to the city. This is just the first instalment and we will be signing an agreement with them sometime next month," Syed Munir Hoda, Chairman, Chennai Metro Rail Corporation, told PTI.

The total project cost is estimated at Rs 11,124 crore, while Japan will provide Rs 8,646 crore to establish a 45-km long mass rapid transport system in the form of metro and elevated railways. The remaining cost will shared by both state government and the Centre.

"We are pursuing the project on fast-track and we intend to start work on it by this October," Chief Secretary L K Tripathi said. { must be joke secretary, fast track :lol: }

"The project is in pre-Public Investment Board stage and once it is cleared by the board, then it will go for the Cabinet approval," he said. {What, me no comprehend, how many more uncles are needed.. :bash: :bash: }

"Once the agreement is signed between the state government and the Japanese side, we will start the work on the project," Hoda said.

Just noticed how many more approvals are needed.. goodness grief.. everybody and their uncle needs to nod on the project. This is ridiculous for India, certainly not a sign of forward progress. When are the administrative reforms going to happen. Time to institute modern work-flow concepts and a single room huddle for the aye/nay answer. No wonder these umpteen depts are employed with comfortable supplies of chai/biskoot to BS about yet another project. More paperwork and stenographers for the orgy of signatures in triplicate and the grand-poobahs to raise objections and duly note them in the margins.

Chennai Metro Rail work to begin this October (http://www.hinduonnet.com/thehindu/holnus/004200808101021.htm)

Exactly. There is very little transparency I think. The State-central model by itself is complicated, now--PWB, road minister, sewer minister, cabinet, cobbler etc have to approve...worsht!

Exactly. There is very little transparency I think. The State-central model by itself is complicated, now--PWB, road minister, sewer minister, cabinet, cobbler etc have to approve...worsht!

Just a coincidence I guess. Thinking of the Dhasavatharam Song "Mukunda Mukunda... Varam Tha Varam Tha" :bow: to build Metro ASAP.

GOI needs further dose of liberalisation. It is clear that India is in desperate need of investment in infrastructure. If one party wants it and another willing to invest in it, why do we need all these people to approve it?

How much money is center sharing? I hope ticket prices aren't steep.

GOI needs further dose of liberalisation. It is clear that India is in desperate need of investment in infrastructure. If one party wants it and another willing to invest in it, why do we need all these people to approve it?

Even in US, where liberalization is done completely, these kind of public projects require clearances from various departments. The clearance is not for whether to build it or not, but for the DPR-which describes the project- the alignment and the means its gonna be executed.. because the party who is executing it should cause minimal disruption to public/traffic,minimal damage to existing infrastructure and also the design should be in a way that it can accomodate future infra jobs. eg: if the design says that between Gemini flyover to Guindy is aerial rail (which is cheap) and not underground (2-3 times costly to aerial) then construction of flyovers on Chamiers Rd jn etc will become impossible. The party who is executing it, will be happy to construct it aerially if there is no objection to it. The design should get approval from Sewage Board, EB etc because they have their pipes and wires laid there already.

In Tamil there is a say.." Aakka poruthuttu aara porukkalai-na eppadi?"

Even in US, where liberalization is done completely, these kind of public projects require clearances from various departments. The clearance is not for whether to build it or not, but for the DPR-which describes the project- the alignment and the means its gonna be executed.. because the party who is executing it should cause minimal disruption to public/traffic,minimal damage to existing infrastructure and also the design should be in a way that it can accomodate future infra jobs. eg: if the design says that between Gemini flyover to Guindy is aerial rail (which is cheap) and not underground (2-3 times costly to aerial) then construction of flyovers on Chamiers Rd jn etc will become impossible. The party who is executing it, will be happy to construct it aerially if there is no objection to it. The design should get approval from Sewage Board, EB etc because they have their pipes and wires laid there already.

In Tamil there is a say.." Aakka poruthuttu aara porukkalai-na eppadi?"


I agree. If we're getting something, it better be after everything is done properly. We should not have any hastily executed projects and find the system causing problems in just a few years.

There are hundreds of factors to be considered. The soil conditions, effects of tunneling on the surrounding structures, stability of the system and the construction methodology to be adopted to make the structure safe for decades, materials to be used that will withstand the environmental conditions here, water table levels, effect of drilling on the water levels, alignment of sewage and water pipes, finalize alternate design for the pipes and ducts.....

None of these should be overlooked and it is absolutely necessary that there are governing bodies that approve the proposals and the works.

I just wish that they work within time and do not unnecessarily delay things. Corruption and bureacracy should not delay the project. We can afford to wait for legitimate reasons but not for political ones.

I didn't mean that there shouldn't be any need for any clearances at all. All I meant was that there should be a simplified clearance process - let us say a single window clearance system.

How long can one authority after another pour through the DPR and raise their objections or give their assent? We realize the need to build the infrastructure fast and why can't we speed up the clearance process is my question. Obviously I didn't make it clear.

I didn't mean that there shouldn't be any need for any clearances at all. All I meant was that there should be a simplified clearance process - let us say a single window clearance system.

How long can one authority after another pour through the DPR and raise their objections or give their assent? We realize the need to build the infrastructure fast and why can't we speed up the clearance process is my question. Obviously I didn't make it clear.

Single window is quite impossible. Because Pollution Control Board is State Government controlled.. CMDA is an autonomous body.. Public Investment Board is again an independent body.. Cabinet comittee approval is in Parliament... Planning comission is partly Central Government controlled..rest lies under Montek's control... So for such an easy procedure it should be a mass change to our constitutional setting.. Which might give power to somebody and takeaway power from somebody else... So no body will accept it...

We should not compare single window for FDI with national projects.. Because the state government officials take the burden of approaching various departments to get clearances.. By meaning Single window for FDI they do not say they have brought all approving bodies together.. And the reason why state officials take this burden is because the Foreign Direct Investor who comes to India will not be aware of the processes in India. So he might have to appoint an attorney. Instead the government does this for some charge..

I too agree that the clearances should be quick.. If sufficient documentation is provided by the developing party.. the boards have to give approvals ASAP otherwise they will face criticisms, especially nowadays, when even common people are more aware of these processes..

the state government officials take the burden of approaching various departments to get clearances..

This is a good discussion and needs to be debated. My opinion is that we are fast approaching obsolescence in how to govern India. Today's modern world depends on speed, accuracy, quality, ceasing the opportunity, etc. There are well known systems in place because that was how things were done. Each department has created huge compartmental systems, silos unto themselves and the barriers to talking with each other is monumental. The modern approach is more system wide performance. Each department can be made super efficient but if the costs for communicating across them is astronomical it makes little sense. The actual work objective is more paramount and a work flow dictates its execution. Any systemic problem at the work flow level should be addressed promptly since the costs escalate otherwise.

We cannot afford business as usual. We need to invent new forms and techniques to address governance needs. Safety, efficiency, correctness cannot be compromised simply because they are the minimum standards. However can we increase decision making, inter-department communication in the era of computers, video conferences, email, cell-phone etc. That is the question that Govt needs to answer and initiate meaningful reforms. Private businesses already have adopted such methodologies, now it is the turn of the staid Indian Govt and State Govt.

This is a good discussion and needs to be debated. My opinion is that we are fast approaching obsolescence in how to govern India. Today's modern world depends on speed, accuracy, quality, ceasing the opportunity, etc. There are well known systems in place because that was how things were done. Each department has created huge compartmental systems, silos unto themselves and the barriers to talking with each other is monumental. The modern approach is more system wide performance. Each department can be made super efficient but if the costs for communicating across them is astronomical it makes little sense. The actual work objective is more paramount and a work flow dictates its execution. Any systemic problem at the work flow level should be addressed promptly since the costs escalate otherwise.

We cannot afford business as usual. We need to invent new forms and techniques to address governance needs. Safety, efficiency, correctness cannot be compromised simply because they are the minimum standards. However can we increase decision making, inter-department communication in the era of computers, video conferences, email, cell-phone etc. That is the question that Govt needs to answer and initiate meaningful reforms. Private businesses already have adopted such methodologies, now it is the turn of the staid Indian Govt and State Govt.

People please keep these discussions elsewhere. Lets post updates here!

Chennai Metro to go on DMRC model

Venugopal Pillai

http://www.projectsmonitor.com/detailnews.asp?newsid=16760&secid=41

Chennai metro rail project will be implemented on EPC model, a senior official of the newly-formed Chennai Metro Rail Ltd, the project implementing agency, told Projectmonitor. "We will follow Delhi Metro Rail model and do not envisage implementation on public private partnership model," he added.
In phase-I, two corridors together measuring around 45 km will be taken up. The project is estimated to cost Rs 11,124 crore of which external assistance, including loans from Japan Bank for International Cooperation, will constitute around Rs 8,500 crore. Discussing the current status of the project, the official said that a meeting for pre-PIB (Public Investment Board) clearance was held recently. This will be followed by the investment approval from PIB and the final Cabinet (CCEA) clearance. Tendering work is likely to begin this year.

Regarding the equity holding of Chennai Metro Rail Ltd, the Centre and Tamil Nadu government are expected to be equal shareholders. The 50:50 Centre-state ownership pattern, which is also the case with Delhi Metro Rail Corporation Ltd, is awaiting approval from Planning Commission, the official said. CMRL, a special purpose vehicle for implementing Chennai metro rail project, was incorporated by Tamil Nadu government in December last year.
The first corridor will be 22.34 km long running from Washerman Pet to Chennai Airport via Chennai Central. This will have 18 stations, including 11 underground. The second corridor, of around the same length, will be from Chennai Central running up to St Thomas Mount, en route Anna Nagar. "The earlier proposal to have this corridor starting from Chennai Fort (very close to Chennai Central) has been revised," the official noted.
DMRC, the project consultant, has already submitted the feasibility report for the two corridors to Tamil Nadu government. Feasibility studies began in 2003 when seven routes were identified. The two corridors now identified will form part of phase-I of the project.

Metros in south: All the four southern states—Andhra Pradesh, Karnataka, Kerala and Tamil Nadu—have planned to set up metro rail systems in their capital cities.

Bangalore metro rail in Karnataka is the only southern metro rail on which physical work has begun.

Except for Hyderabad metro in Andhra Pradesh, all projects will be implemented on EPC basis. A consortium including Navbharat Ventures Ltd (lead member), Maytas Infra Ltd, IL&FS and Thai Development Public Company has emerged as the preferred developer for Hyderabad project. Kochi metro in Kerala (a 25 km fully elevated line between Alwaye and Peta, in phase-I) was earlier designed to come up on public-private partnership basis. The new Kerala government has now proposed to go in for the DMRC model subject to Central approval.

When are they going to start the damn project?

http://www.hindu.com/2008/08/25/stories/2008082559190400.htm

CHENNAI: Representatives of the Governments of India and Japan will exchange notes on September 8 for the formal loan agreement in connection with the Chennai Metro rail project, in the presence of Chief Minister M. Karunanidhi.

This would facilitate the receipt of Rs. 851 crore, the first instalment from the Japanese government towards the project, Chennai Metro Rail Company sources said on Sunday.

The Chennai Metro rail project is estimated to cost Rs. 11,124 crore, excluding cost escalation and taxes.

Of this, the Japanese government will fund Rs. 8,646 crore and the remaining cost will be shared by the Central and State governments, at a 20: 20 ratio approximately, sources added.

To be completed in six years

The project will be completed in about six years from the date of its commencement.

The japanese are involved in the financial side of this project, and I hope they are just as much involved in the technical side of it.
Their metros are so amazing that to learn from it would be a pleasure.
Hopefully they're the ones who are going to provide us the coaches.
Honestly speaking, does Chennai have adequate amount of money to spare for a TRULY world class metro?

CHENNAI: Fast forward to 2020: commuting to work by cars and two-wheelers is out of fashion. Majority of the commuters take the metro rail that links hitherto unconnected neighbourhoods with the railway's expanded suburban and Mass Rapid Transit System.

Public transport will be the most favoured by commuters whether to travel from Parrys to the airport, Sriperumbudur or even places on the Old Mahabalipuram Road and vice versa. The city's public transport scene is all set to change in the next 10 years with the southern railway planning to lay two new lines and quadruple the existing suburban lines to cater to the projected 10% increase in suburban passenger traffic over the next 5-10 years.

Metro rail that is scheduled for completion in 2014 will link the hitherto unconnected neighbourhoods to existing suburban networks - Beach-Tambaram , Central-Arakonam and Central-Gummidipoondi sectors - and will make commuting to the suburbs from any part of the city hassle-free .

The railways plan to lay a 26.65 km Avadi-Sriperumbudur line at a cost of Rs 255 crore and a 179 km Perungudi-Cuddalore railway line via Mahabalipuram .

"This will ensure that people can commute from Anna Salai to OMR bypassing the congested roads and the bus system," said a senior official with Chennai Metro Rail.

However, metro rail will not completely push the roads into irrelevance. They will, infact, have a symbiotic existence. "The elevated corridor of metro rail will lead to widening of the roads. This means more space for the vehicles and also a train service that is faster," he added.

The proposed inter-modal connectivity between metro rail and suburban railway and metropolitan transport corporation will help residents to live at the heart of the city and commute to the suburbs for work or vice versa. Hence, sometime in the future, a commuter who wants to travel from Thousand Lights to Sriperumbudur can take a Metro to Washermanpet railway station and change over to an EMU service to Sriperumbudur via Avadi. The travel time will be about an hour.

Southern railway, in the next couple of years, will augment capacity on the Chennai-Gummidipoondi sector, lay a third line to Korukkupet, quadruple the existing lines upto Ennore, quadruple the Tiruvallur to Arakonam route and complete the Velachery-St Thomas Mount section of the MRTS. "Our strategy to improve connectivity follows a pattern: newlines, doubling, electrification, introduction of automatic signalling, quadrupling and add capacity by introducing more coaches," said southern railway chief PRO Neenu Ittyerah.

As against the 68 rakes that were in service two years ago, the railways now operates 78 rakes. About 39 coaches have been added to the composition of the train increasing the capacity of each train by a minimum of 300 per coach. Meanwhile, metro rail pre-construction works are moving ahead at a fast pace. After a series of public hearings held in April, the officials are continuing with further consultations with the residents before land can be marked for acquisition.

http://timesofindia.indiatimes.com/Cities/Chennai/Chennai_waiting_for_Metro_rail_/articleshow/3419789.cms

http://www.chennaimetrorail.gov.in/tenders/project_brief_updated_240408.pdf

Plea on metro rail

Staff Reporter

Chennai: The Communist Party of India (Marxist) has urged Chief Minister M. Karunanidhi to ensure that the proposed metro rail facility covers north Chennai too. In a statement here on Monday, CPI (M) north Chennai district secretary T.K. Shanmugam said an earlier proposal to start from Tiruvottiyur was dropped. A third metro rail service from Tiruvottiyur to Koyambedu via Korukkupet, Kodungaiyur, Madhavaram, Kolathur, Villivakkam, Mogappair, is necessary, he said.

http://www.hindu.com/2008/09/18/stories/2008091860430500.htm

At last some news on Metro rail :)

http://www.hindu.com/2008/09/20/stories/2008092050310100.htm

Chennai: Chennai Metro Rail Ltd has commenced consultation with property owners to purchase land for constructing stations and laying the metro line.

There are 36 stations along the two metro corridors and 18 of them are located entirely on government properties. The remaining 18 stations are located partly on private properties. According to a Chennai Metro official, the first round of consultations for 10 stations for buying properties had been completed and the remaining eight will be undertaken soon.

Murali Rangan, one of the property owners on the Mount Road, who attended a recent consultation organised by the Chennai Metro Rail, said he and others at the meeting were shown the location of LIC station and explained how their properties would be affected. The Chennai Metro Rail authorities had explained to them that the properties would be purchased based on a fair price, which would be arrived at after the recommendations of Chennai Metro Rail valuers (yet to be appointed) are received and negotiated with property owners. Forced land acquisition would be adopted only when properties are under legal dispute or are facing other problems. At the consultation, the property owners suggested alternatives for station location, not just to protect their own property but also to take into account other practical considerations, but the Chennai Metro Rail authorities did not take the suggestions seriously, Dr. Rangan said.

Officials expect the construction to commence early next year.

What is meant by "At the consultation, the property owners suggested alternatives for station location, not just to protect their own property but also to take into account other practical considerations, but the Chennai Metro Rail authorities did not take the suggestions seriously, ". They should take these seriously. These things might snowball and become potential land aquisition problems. Or they might actually be valid practical problems raised in which case, this is the time to look into them.

Anybody and everybody is an expert in TN. There were people next to the airport who were suggesting alternatives to the parallel runway project. I agree that the AAI is not world renowned for expertise, but owners of nearby houses are definitely not the experts. All these guys should just fight for right compensation and not anything else.

Anybody and everybody is an expert in TN. There were people next to the airport who were suggesting alternatives to the parallel runway project. I agree that the AAI is not world renowned for expertise, but owners of nearby houses are definitely not the experts. All these guys should just fight for right compensation and not anything else.

Absolutely right. It is rather tiring to see eminent domain subverted for every situation. The Govt after announcing a public project should hold 1 public meeting and have everyone affected voice their opinions and after consultation with the planners a final plan should be announced. That is it. Any modification, any changes should be done up front. After this step, the affected people have a standard procedure to appeal for fair compensation. Maybe a compensation regulatory committee has a say on the compensation. The regulatory committee has representation from Govt, public, experts, etc.

I would expect this to be a well oiled mechanism with all the hallmarks for voicing opinions including dissenting opinions. The final authorities who make the decision are the "experts" and must come up with prudent decisions for the public good. They (decision makers) will be held accountable for any issues later on. Hence they have to weigh each pro and con appropriately. Maybe publish a reason document for their decisions.

India is wasting too much time on projects while the rest of the world goes about such projects in routine fashion.

Industries Complain Of Difficulty In Taking Goods To Port In Heavy Traffic
V Ayyappan & T K Rohit | TNN

Chennai: The long pending proposal for a rail link between Sriperumbudur and Avadi might be implemented in a new form, as an extended Metro Rail corridor. The authorities are discussing this possibility before a feasibility report can be prepared.
According to sources, the state put forward the suggestion to take Metro Rail to Sriperumbudur at a recent meeting held with Metro Rail officials and Southern Railway. The idea is to have an arm connecting Sriperumbudur with corridor II of Metro Rail that passes through Thirumagalam, Koyambedu and Anna Nagar East. If Metro Rail agrees, the railways would have to withdraw the Sriperumbudur-Avadi proposal as it would then amount to duplication. The railways had similarly withdrawn the St Thomas Mount-Koyambedu-Anna Nagar link of the MRTS since Metro Rail will cover the same areas.
Meanwhile the proposed Avadi-Sriperumbudur new railway line has already run into rough weather because the state has expressed its inability to part-fund the project and also informed the railways that land acquisition would be troublesome and expensive because of lack of space. So, the railways have asked the state government to convene a meeting with industries to look at the possibility of getting industry funding.
However, the railways have also decided to connect Sriperumbudur either to Tambaram, Guduvancheri or Kancheepuram so that the manufacturing hub can be linked to the rail network. A re-survey will be done to finalise the line alignment, railway sources said. But, that too will have to be built using part-funding from state government or industries because railways would not be in a position to execute the project, southern railway chief public relations officer Neenu Ittyerah.
The proposal was first mooted when industries, which have a big presence in Sriperumbudur, demanded a link for freight movement to the port or a mass rapid passenger transport system that would take most of the traffic off the road connecting Sriperumbudur to the city. The industries said they were finding it difficult to transport their goods to the port in the heavy traffic.
Hyundai, which has doubled its capacity to six lakh cars per annum and is exporting a major chunk of them, is finding it difficult as its containers are getting stuck in traffic jams along the 40 km stretch to the port. “Metro Rail can take a sizeable number of roadusers in the area off the roads. It will not only facilitate faster movement of people from the city to the outskirts, but also unclog the roads and ensure easier transport for the companies there,” a Hyundai official said. According to unofficial statistics, close to 20,000 people commute from the industrial hub to the city everyday.
Meanwhile, Chennai Metro Rail Corporation is yet to give its nod to the state government’s suggestion. “The proposal came up while discussing investment details of the Avadi-Sriperumbudur rail link. It needs extensive planning and feasibility surveys as was done for the two metro corridors for the city,” an official said.
State government sources said that the issue is expected to come up again at a meeting called for by chief secretary A K Sripathy with the railways to discuss the Avadi-Sriperumbudur rail link; which was originally part of the MoU that Hyundai had signed with the state government when it set up operations in the outskirts of the city in 1999. Officials of the Chennai Metro Rail Corporation are also likely to take part in the meeting next month.
LINKING UP
Over 20,000 people travel daily on work to Sriperumbudur
Most people take the Bangalore highway to Sriperumbudur. Due to the increasing traffic, companies often face delays in transporting their shipments to the port
A railway link will save time not only for industries but also commuters, who would be spared of the arduous road travel

http://img221.imageshack.us/img221/6347/metrosiperumputhuryz6.jpg

http://epaper.timesofindia.com/Default/Scripting/ArticleWin.asp?From=Archive&Source=Page&Skin=TOI&BaseHref=TOICH/2008/09/22&PageLabel=2&EntityId=Ar00200&ViewMode=HTML&GZ=T

FOR RAIL LINK: Residents of north Chennai staging a demonstration near the Chennai Collectorate on Tuesday.

CHENNAI: Residents of north Chennai led by the North Chennai People Rights Federation on Tuesday staged a demonstration near the Collectorate seeking the implementation of the Metro Rail project from Tiruvottiyur.

Representatives of the federation said if the project was not implemented as per the original plan, the residents of Royapuram, Korukupet, Tondiarpet, Kaladipet and Tiruvottiyur would be put to hardship. “The original proposal was to bring the project up to Tiruvottiyur but now the government says it will begin at Washermenpet, which will not serve the purpose of catering for 30 lakh residents of north Chennai,” said Ernest Paul, coordinator of the Federation.

Dr. Jayachandran, Federation convener, said one reason that officials cite for dropping Tiruvottiyur was the lack of space. “We have identified over six locations including a 15-acre land in Burma Coluny, 8-acre plot near Pattinathar temple and another 16-acre piece of land adjacent to the road to Manali that could be used for the project.” Later, the members submitted a memorandum to the Collector Mythili.K.Rajendran in this regard.
Human chain planned

The Federation has planned a human chain on October 7 from Ajax in Tiruvottiyur to the Mint bridge in Washermenpet to press for their demand for extending the Metro Rail project to Tiruvottiyur.

School and college students, blue coloured workers, merchants, residents and members of 182 associations including residents welfare associations will take part in the human chain. And in the next stage employees of 117 industrial units of north Chennai will hold a massive protest rally.

http://www.hindu.com/2008/09/24/stories/2008092460050500.htm

FOR RAIL LINK: Residents of north Chennai staging a demonstration near the Chennai Collectorate on Tuesday.

CHENNAI: Residents of north Chennai led by the North Chennai People Rights Federation on Tuesday staged a demonstration near the Collectorate seeking the implementation of the Metro Rail project from Tiruvottiyur.

Representatives of the federation said if the project was not implemented as per the original plan, the residents of Royapuram, Korukupet, Tondiarpet, Kaladipet and Tiruvottiyur would be put to hardship. “The original proposal was to bring the project up to Tiruvottiyur but now the government says it will begin at Washermenpet, which will not serve the purpose of catering for 30 lakh residents of north Chennai,” said Ernest Paul, coordinator of the Federation.

Dr. Jayachandran, Federation convener, said one reason that officials cite for dropping Tiruvottiyur was the lack of space. “We have identified over six locations including a 15-acre land in Burma Coluny, 8-acre plot near Pattinathar temple and another 16-acre piece of land adjacent to the road to Manali that could be used for the project.” Later, the members submitted a memorandum to the Collector Mythili.K.Rajendran in this regard.
Human chain planned

The Federation has planned a human chain on October 7 from Ajax in Tiruvottiyur to the Mint bridge in Washermenpet to press for their demand for extending the Metro Rail project to Tiruvottiyur.

School and college students, blue coloured workers, merchants, residents and members of 182 associations including residents welfare associations will take part in the human chain. And in the next stage employees of 117 industrial units of north Chennai will hold a massive protest rally.

http://www.hindu.com/2008/09/24/stories/2008092460050500.htm

I wonder why they dropped the idea to extend the metro upto Tiruvottiyur. Royapuram and all those areas are highly dependent on bus network. This would definitely ease a lot of traffic!

Having DMRC as the principal consultant with the successful completion of Delhi Metro is sure a plus point.

But unless all the stake holders like State Highways, NHAI, MES / TNEB, MWSSB / TWAD, Chennai Corporation, STC (PTC), Southern Railway, TN Govt Revenue Dept, Transport Dept, CMDA / DTCP, Waterways / PWD, Fire & Rescue Dept, AAI, Municipalities of the suburbs involved etc are represented and a fast track mechanism is created to get all the clearances in time, the project may be delayed as happened for MRTS.

People representation in the panel is a must but selection of a suitable NGO / society of the affected people is dicey. The wrong group may derail the whole process. The local govt has to acquire the land at market rate / even above market rate and this may be in the form of shares in the proposed SPV and it may solve the problem. Disbursement should be really fast and transparent.

G Saravanan | ENS
30 Sep 2008 03:30:00 AM IST

CHENNAI: The Thiruvottiyur Municipality on Monday unanimously passed a resolution during its council meet asking the Chennai Metro Rail to stick to its previous plan which had Thiruvottiyur as starting point instead of the now declared Washermenpet.

Cutting across party lines, councillors demanded that the Metro Rail start the journey from Thiruvotriyur since the Corridor one was originally intended to start from the area.

Municipality chairman R Jayaraman said, “Since the area has many companies, business people and working class, it needs continuous transport facilities. Moreover, there are only main roads to reach other areas.” So, we definitely need another mode of transport (like the Metro Rail), which will be useful for the residents, who currently spend more than an hour in crowded buses to reach Parrys or Broadway, Jayaraman said.

Showing unity for a public cause, all councillors rejected the proposal sent by the Ambattur Municipality, which sought a low-lying plot in Thiruvotriyur Municipality near the Basin Road to dispose its segregated waste.

Participating in the debate, AIADMK councillor M D Sekar said, “Already our people are struggling to find a way out from pollution due to the existing dumping yard.We should not allow the move by the Ambattur Municipality, even after they have offered to bear all the transporting costs, as it will add to the woes of local people.”

http://www.expressbuzz.com/edition/story.aspx?artid=xeGU92wVkiA=&Title=%E2%80%98Keep+Thiruvottiyur+on+metro+rail+map%E2%80%99&SectionID=lifojHIWDUU=&MainSectionID=wIcBMLGbUJI=&SectionName=rSY|6QYp3kQ=&SEO=

When is the damn project getting started!! I dont see any progress!!

chennai metro supposed to start by october this year but yet to start.. as ususal our newspaper buggers are sleeping.. why in TN newspapers are not raising anything on public welfare projects.. in mumbai or bangalore newspapers really care on public welfare projects... but TN newspapers are intrested to sell in mumbai or bangalore...

Chennai: Chennai Metro Rail Ltd has commenced consultation with property owners to purchase land for constructing stations and laying the metro line.

There are 36 stations along the two metro corridors and 18 of them are located entirely on government properties. The remaining 18 stations are located partly on private properties. According to a Chennai Metro official, the first round of consultations for 10 stations for buying properties had been completed and the remaining eight will be undertaken soon.

Murali Rangan, one of the property owners on the Mount Road, who attended a recent consultation organised by the Chennai Metro Rail, said he and others at the meeting were shown the location of LIC station and explained how their properties would be affected. The Chennai Metro Rail authorities had explained to them that the properties would be purchased based on a fair price, which would be arrived at after the recommendations of Chennai Metro Rail valuers (yet to be appointed) are received and negotiated with property owners. Forced land acquisition would be adopted only when properties are under legal dispute or are facing other problems. At the consultation, the property owners suggested alternatives for station location, not just to protect their own property but also to take into account other practical considerations, but the Chennai Metro Rail authorities did not take the suggestions seriously, Dr. Rangan said.
sources:the hindu

Chennai: Chennai Metro Rail Ltd has commenced consultation with property owners to purchase land for constructing stations and laying the metro line.

There are 36 stations along the two metro corridors and 18 of them are located entirely on government properties. The remaining 18 stations are located partly on private properties. According to a Chennai Metro official, the first round of consultations for 10 stations for buying properties had been completed and the remaining eight will be undertaken soon.

Murali Rangan, one of the property owners on the Mount Road, who attended a recent consultation organised by the Chennai Metro Rail, said he and others at the meeting were shown the location of LIC station and explained how their properties would be affected. The Chennai Metro Rail authorities had explained to them that the properties would be purchased based on a fair price, which would be arrived at after the recommendations of Chennai Metro Rail valuers (yet to be appointed) are received and negotiated with property owners. Forced land acquisition would be adopted only when properties are under legal dispute or are facing other problems. At the consultation, the property owners suggested alternatives for station location, not just to protect their own property but also to take into account other practical considerations, but the Chennai Metro Rail authorities did not take the suggestions seriously, Dr. Rangan said.
sources:the hindu

Tell me something new!! plzz.. thats very old news:ohno:

Tell me something new!! plzz.. thats very old news:ohno:

There is nothing new on Chennai Mero.. aracha maavai arachuttu irukkaanga TN govt.

There is nothing new on Chennai Mero.. aracha maavai arachuttu irukkaanga TN govt.

Lol! Your remark out of frustration was funny.

G Saravanan | ENS
30 Sep 2008 03:30:00 AM IST

CHENNAI: The Thiruvottiyur Municipality on Monday unanimously passed a resolution during its council meet asking the Chennai Metro Rail to stick to its previous plan which had Thiruvottiyur as starting point instead of the now declared Washermenpet.

Cutting across party lines, councillors demanded that the Metro Rail start the journey from Thiruvotriyur since the Corridor one was originally intended to start from the area.

Municipality chairman R Jayaraman said, “Since the area has many companies, business people and working class, it needs continuous transport facilities. Moreover, there are only main roads to reach other areas.” So, we definitely need another mode of transport (like the Metro Rail), which will be useful for the residents, who currently spend more than an hour in crowded buses to reach Parrys or Broadway, Jayaraman said.

Showing unity for a public cause, all councillors rejected the proposal sent by the Ambattur Municipality, which sought a low-lying plot in Thiruvotriyur Municipality near the Basin Road to dispose its segregated waste.

Participating in the debate, AIADMK councillor M D Sekar said, “Already our people are struggling to find a way out from pollution due to the existing dumping yard.We should not allow the move by the Ambattur Municipality, even after they have offered to bear all the transporting costs, as it will add to the woes of local people.”

http://www.expressbuzz.com/edition/story.aspx?artid=xeGU92wVkiA=&Title=%E2%80%98Keep+Thiruvottiyur+on+metro+rail+map%E2%80%99&SectionID=lifojHIWDUU=&MainSectionID=wIcBMLGbUJI=&SectionName=rSY|6QYp3kQ=&SEO=


If it's going to be underground anyways then why the heck they don't want to extend it upto Thiruvottiyur or Ennore. Is MTC against it? (TollGate loosing it's revenue?). Of all the places north chennai is the one that needs decongestion with all those narrow roads and dense population.

If it's going to be underground anyways then why the heck they don't want to extend it upto Thiruvottiyur or Ennore. Is MTC against it? (TollGate loosing it's revenue?). Of all the places north chennai is the one that needs decongestion with all those narrow roads and dense population.

Thiruvottiyur is already in the Suburban rail map. So I think the CMRL authorities have done this to have the raising costs under control and avoid deficit. This will allow the authorities to move forward to the next step of bid invitation.

And for your question.. if money is there we can extend Metro rail to Madurai also.. and that too underground! Please understand the cost involved in constructing underground metro rail is 450+ Crore per km

Thiruvottiyur is already in the Suburban rail map. So I think the CMRL authorities have done this to have the raising costs under control and avoid deficit. This will allow the authorities to move forward to the next step of bid invitation.

And for your question.. if money is there we can extend Metro rail to Madurai also.. and that too underground! Please understand the cost involved in constructing underground metro rail is 450+ Crore per km

Valid point. But that suburbun link is nothing but a joke. They should atleast work with MTC to provide feeder service to cater to the population sandwiched between TH Road and the coast. But again, do they have space in Washermenpet to construct a terminus. May be they can work with Agasthya theatre and use that as a terminus :).


I don't want to hijack this thread so I'll stop here.

Valid point. But that suburbun link is nothing but a joke. They should atleast work with MTC to provide feeder service to cater to the population sandwiched between TH Road and the coast. But again, do they have space in Washermenpet to construct a terminus. May be they can work with Agasthya theatre and use that as a terminus :).


I don't want to hijack this thread so I'll stop here.

This is the valid point.. instead of scrapping the existing link and spending crores of rupees for nothing.. they should do whatever you have said... Otherwise it will be Mohammed Bin Tugluk story of shifting the capital...

Thiruvottiyur is already in the Suburban rail map. So I think the CMRL authorities have done this to have the raising costs under control and avoid deficit. This will allow the authorities to move forward to the next step of bid invitation.

And for your question.. if money is there we can extend Metro rail to Madurai also.. and that too underground! Please understand the cost involved in constructing underground metro rail is 450+ Crore per km
Extending metro rail upto thiruvottiyur is not going to increase the cost tat much.it will be a boon for north madras.

in some thread i saw that the cccl is going to bid for chennai metro rail.chennai airport is the first 1000+ project for them.If they win this tender most probably they will complete by 2020.This company was favoured by azhagiri for some sez projects in madurai.a good qualification to get the contract:bash:

Extending metro rail upto thiruvottiyur is not going to increase the cost tat much.it will be a boon for north madras.

The plan is dropped from phase 1, it does not mean that TN govt has neglected the region. You should be aware of the congestion in North Chennai especially on the way from Washermanpet to Thiruvottiyur (by bus atleast), which means you do not have enough land to build such collosal structures without affecting the locals.
In case the government dares to start building an underground metro there, they cannot dig existing roads because the region has very littleroads that are broad and straight, so that they can align the rail along them, which means there might be a necessity to demolish houses and create elevated or underground rail tunnels (Remember what happened to the 900+ acres sought for chennai airport).
In case of elevated structures the land has to be acquired permanently and will involve crores of rupees of compensation with unrest and agitation. If it is underground, it will involve Rs. 3000+ crores for 8-10 km of tunnelling and still require demolishing houses. And even if the government borrows that money from Japan bank and implements, who will give surity that the passengers will not ignore the infrastructure like they currently do for the existing suburban line in the same thiruvottiyur region.
If at all thiruvottiyur gets a metro, it should not be by crushing the houses and lives of the poorest people of Chennai, but atleast through an alternate alignment, like along the coastal line and then towards west to thiruvottiyur.
Some merchants and common people have staged demonstrations in Thiruvottiyur without knowing the consequences of the earlier plan and I feel that they are just caught in the glamour of the new Metro concept.
I would like to remind that MTC and IR have to work in Tandem so that they mutually benefit and benefit the public also by their presence.

in some thread i saw that the cccl is going to bid for chennai metro rail.chennai airport is the first 1000+ project for them.If they win this tender most probably they will complete by 2020.This company was favoured by azhagiri for some sez projects in madurai.a good qualification to get the contract:bash:

source please

In case the government dares to start building an underground metro there, they cannot dig existing roads because the region has very littleroads that are broad and straight, so that they can align the rail along them, which means there might be a necessity to demolish houses and create elevated or underground rail tunnels (Remember what happened to the 900+ acres sought for chennai airport).

Deeguy,

The entire underground tunnel sections of Chennai metro will follow method of using tunnel boring machines (I am not familiar with the exact term here) and not a cut-and-cover method. Due to this, existing buildings and roads will not be affected. For example, in Delhi's Chawri Bazaar area, there is an underground metro station which was built without disturbing the existing buildings (which are much older than north Madras structures). So, it is absolutely possible to build a metro line through Tondiarpet and Tiruvottiyur areas. Chennai Metro has not disclosed why they arbitrarily dropped out these areas from the line. Had they said the soil conditions preclude tunnel boring, then it would at least make some sense. Without any such communication, the people of these neglected areas would obviously protest.


In case of elevated structures the land has to be acquired permanently and will involve crores of rupees of compensation with unrest and agitation. If it is underground, it will involve Rs. 3000+ crores for 8-10 km of tunnelling and still require demolishing houses. And even if the government borrows that money from Japan bank and implements, who will give surity that the passengers will not ignore the infrastructure like they currently do for the existing suburban line in the same thiruvottiyur region.


Well, passengers ignoring suburban service is a double edged sword. The tracks north of Central is just a double line, and they are not sufficient to operate frequent suburban service -since they have to share the tracks with long distance trains- hence, the existing services suffer frequent delays. Due to this, patronage is not that high. SR has been trying to augment capacity but only now have been given permission from the babus at the centre to do so. That is also a third line, at this moment. So regular dedicated suburban service a la Beach-Tambaram is a distant dream for folks here, so they are rightly asking for a better service.

I am all for expanding metro service to congested north Madras areas. The current metro alignment is severely biased towards the central and southern parts of the city. Plus there is no long term plan (that is made public) that would include these areas in the future, and that rankles people here.

I don't think a bright future for chennai metro as even the design of stations are not finalised.The namma metro bangalore which was u/c was facing lots of hurdles.I don't know when our metro project will get completed as the construction itself as not started.:nuts:

I don't think a bright future for chennai metro as even the design of stations are not finalised.The namma metro bangalore which was u/c was facing lots of hurdles.I don't know when our metro project will get completed as the construction itself as not started.:nuts:

Construction is a secondary matter - what about paper work , bidding consortia , tenders , CA etc etc

Many of us are interested when this project comes into reality but at present there is no clue wat is happening so i have asked as question to mkstalin in his site (http://www.mkstalin.net/askquestion_mkstalin.php) If many of us raise this question to him there is a possibility of getting reply.:cheers:

Deeguy,

Well, passengers ignoring suburban service is a double edged sword. The tracks north of Central is just a double line, and they are not sufficient to operate frequent suburban service -since they have to share the tracks with long distance trains- hence, the existing services suffer frequent delays. Due to this, patronage is not that high. SR has been trying to augment capacity but only now have been given permission from the babus at the centre to do so. That is also a third line, at this moment. So regular dedicated suburban service a la Beach-Tambaram is a distant dream for folks here, so they are rightly asking for a better service.


I am not against the expansion into North Chennai.. if you read carefully, I have stressed that nobody from the region should be affected as many parts in the region are slums, they dont even have pattas for the land on which they have built their houses.. Also they are poor people and any disturbance will take their lives atleast 20 years behind.. Instead of pressuring them to give away their lands, the government could have thought to give up and avoid humiliation, which did happen in the airport case..

I am also disappointed with the way CMRL has dealt with this issue.. ie. without quoting the reason they have dropped.. But I think the reason might be, as they are now in the process of preparing DPR, they could have realised the necessity to relocate people and demolish buildings.. it might be political rather than technical, as Lok sabha elections are just a couple of months away... may be thats why did it silently.. without announcements

I would be happy that, not only North Chennai, but also other parts like Poonamale, Porur and Sholinganallur get these kind of world class infra.. Because I believe that these outskirts need more connectivity than the city areas because 1) the new regions grow faster than the already developed regions and 2) they will boost expansion of the city rather than concentration paving way for satellite townships

In my View the mount road metro originally planned from tiruvottiyur was changed to Washermanpet for want of SPACE OF TERMINUS. They need some 40-50 acres of Land atleast for creating Maintenance facilities of the rakes/coaches. I think another reason could be approval of 3rd and 4th line of Beach - Korukkuppet - Atthipattu stretch and after completion 2 lines will be exclusively for Suburban trains for North Chennai

Similarly the PH Road metro originally planned to start from Fort station was now changed as originating from Central. Also The elevated alignment on PH road from Central to Tirumangalam is now changed in to Underground alignment. This is mentioned in the Chennai Metro official site

13KM Human chain protest for changing the metro line alignment from Thiruvotriyur

News from tamil daily Dinakaran

http://dkn.dinakaran.co.in/14102008/DN_14-10-08_E1_02-03%20CNI.jpg

News here http://dkn.dinakaran.co.in/showxml.aspx?id=310739&code=16278

North Chennai demands are very valid...

Government is doing enough to south and west Chennai when compared to North....

In South:

Broader roads like Anna salai, SP road etc.,
Suburban
MRTS
Kathipara like grand flyover
IT Corridor
and now Metro

Some of the projects goes beyond City limits

In west

Broader roads like IRR, PH road
Now Metro
Flyovers at Koyamedu main signal, Padi etc.,
Proposed AP at SRPD

In North?!??!?

Thiruvotriyur being in city limits, gvt should consider this request!

MottMac is the likely to be appointed as the consultant.

Chennai: The city’s dream Metro Rail project is chugging towards realisation with the Chennai Metro Rail Limited (CMRL) floating tenders to appoint a reputed real estate consultant for acquisition of private land. Civil works are expected to begin by the middle of next year.
CMRL has invited real estate firms with a minimum experience of five years in rendering real estate valuation in India, and Rs 50 crore as turnover. For the Rs 10,000-crore first phase of the project, CMRL is planning to acquire around 10 hectares of private land mainly for construction of stations and depots. The railway line would pass through government lands in most of the places.
“Though the government has mandatory powers to acquire private land, we want to take the land with the consent of the landowner. For this, we want guidence from experts to arrive at a reasonable compensation. We would invoke provisions of compulsory land acquisition only if the negotitations are unsuccessful,” a senior official told The Times of India.
An ongoing study by Delhi Metro authorities to assess the extent of land needed for each station and depot has identified 36 stations, but the exact locations are yet to be marked. “The assessment is expected to be over in three months and we are trying to minimise the extent of land acquisition,” the official said.
Senior officials said that the project is on schedule and there is “not even a week’s delay.” Tamil Nadu government will formally sign the loan agreement in two months with the Japanese Bank for International Cooperation, which has already expressed its willingness to fund 60% of the total cost.
Responding to the demands from various quarters to extend the Metro line to Thiruvotriyur in north Chennai, the official said such pleas are being considered.
HITTING BRASS TRACKS
Corridor 1, from Washermenpet to city airport - 23.1 km
Corridor 2, from Fort to St Thomas Mount - 23.4 km
Total number of stations: 36 and 2 depots-cum-workshops
Private residential land required – 2.69 hectares
Private commercial land required – 7.29 hectares
Project cost: Rs.10,000 crore
Japanese Bank for International Cooperation to fund 60% of project cost
Real estate firms with five years experience in property valuation and Rs 50 crore turnover invited via tender

In view of the limited transport facility (Human chain on metro rail, The Hindu, 14. 10. 08) that prevails in north Chennai and in order to benefit more than 30 lakh people, the need of hour is to consider metro rail facility from Tiruvottiyur for better connectivity to places such as Perambur, Purasaiwakkam, Ayanavaram, Padi, Ambattur Industrial Estate, Mugappair, Vanagaram, Poonamallee and Tambaram.

http://www.thehindu.com/2008/10/20/stories/2008102059090500.htm

The city’s dream Metro Rail project is chugging towards realisation with the Chennai Metro Rail Limited (CMRL) floating tenders to appoin
t a reputed real estate consultant for acquisition of private land. Civil works are expected to begin by the middle of next year.

CMRL has invited real estate firms with a minimum experience of five years in rendering real estate valuation in India, and Rs 50 crore as turnover. For the Rs 10,000-crore first phase of the project, CMRL is planning to acquire around 10 hectares of private land mainly for construction of stations and depots. The railway line would pass through government lands in most of the places.

“Though the government has mandatory powers to acquire private land, we want to take the land with the consent of the landowner. For this, we want guidence from experts to arrive at a reasonable compensation. We would invoke provisions of compulsory land acquisition only if the negotitations are unsuccessful,” a senior official told The Times of India.

An ongoing study by Delhi Metro authorities to assess the extent of land needed for each station and depot has identified 36 stations, but the exact locations are yet to be marked. “The assessment is expected to be over in three months and we are trying to minimise the extent of land acquisition,” the official said.

Senior officials said that the project is on schedule and there is “not even a week’s delay.” Tamil Nadu government will formally sign the loan agreement in two months with the Japanese Bank for International Cooperation, which has already expressed its willingness to fund 60% of the total cost.

Responding to the demands from various quarters to extend the Metro line to Thiruvotriyur in north Chennai, the official said such pleas are being considered.

http://timesofindia.indiatimes.com/Cities/Chennai/Metro_Rail_gets_chugging/articleshow/3614185.cms

Tokyo, Oct. 22: The first beneficiary of the coming together of the "samurai" and the "swami" will be the Chennai metro, for which Japan will give a $1 billion loan. The move to invest in the southern city as Prime Minister Manmohan Singh arrived here Tuesday on a three-day visit to Japan is certain to give a fillip to bilateral relations.............

Source:
http://www.khabrein.info/index.php?option=com_content&task=view&id=17943&Itemid=88

With the money coming in, (Roughly 4900 Crores), i can only hope that they start on the work soon and finish the project in time... Hope it does not turn out to be a day dream.

Maybe the japanese will do the whole metro project themselves if Rajni agrees to act in one of their films!

I saw the first major tender worth 122 crores for viaducts in thirumangalam section of route 2 in today's hindu.

I agree that tiruvottiyur should get the metro(underground). However in a closely related development, the traders on both sides have not cooperated in widening the TH road. They need to surrender 10-15 feet on both sides to make it a uniform 60ft road. Less said about the slums in ennore expressway(?), the better