[sustran] FW: Comparative Study of the MUTP and CTPM

[Paul Barter]

I am forwarding this with minor editing to make it readable in plain
text format (original was in HTML).
Paul

-----Original Message-----
From: kisan mehta [mailto:kisansbc at vsnl.com] 
Sent: Thursday, 11 July 2002 6:56 PM
To: ...
Subject: Comparative Study of the MUTP and CTPM

Dear Friends,

The World Bank approved on 18 June 2002 a loan of $850 million for the
Mumbai Urban Transport Project (MUTP) formulated by authorities
providing transport and related agencies of Mumbai, India. The cost of
the MUTP is estimated at Rs 60 billion (slightly app $1,200 million) The
MUTP is being coordinated by Mumbai Metropolitan Region Development
Authority. 

Many citizen groups found that the MUTP coming up very much on the heels
of the massive construction of flyovers and elevated road would result
in further deterioration of pollution, increase in road fatalites, in
which pedestrians form 81% and further deterioration of public
transport. So they made representations to the MMRDA and the World Bank.
They formulated Community Transport project for Mumbai (CTPM), a
sustainable alternative, sustainable to the citizens. 

The official MUTP does not provide for reduction in the number of
vehicles. It does not incorporate traffic control measures that would
reduce congestion, improve the environment, and reduce citizen safety.

Mumbai has the highest average population density in the world (27,000
persons per sq km), has the highest road fatality rate in the world.
Motorised vehicles contribute to about 80% of air pollution. We give
below a comparative study of subprojects. 

We solicit your considered guidance. On behalf of verious signatories to
the CTPM, and with best wishes, we remain    

Kisan Mehta, President <kisansbc at vsnl.com>
Priya Salvi, Hon Project Coordinator priya_salvi at yahoo.com
Save  Bombay Committee,
620 Jame Jamshed Road, Dadar East,
Mumbai 400 014  India
Tel:  00 91 22 414 9688 
Fax: 00 91 22 415 5536 
*********************************** 

Comparative Study of Mumbai Urban Transport Project (MUTP) and Community
Transport Project for Mumbai (CTPM) 

The MUTP was formulated by public agencies providing transport and
related amenities while the CTPM was jointly evolved by a number of
voluntary organisations and consumer groups as a viable alternative to
the MUTP. For understanding the difference in approach of supporting
public transport and citizen safety, it would be worthwhile studying
various Subprojects proposed in the MUTP and the CTPM. 

Following is a comparison on the subprojects recorded in the
Consolidated Environmental Assessment- Executive Summary of the MMRDA
published in November 2001. 

The MUTP proposals are in standard series while the CTPM proposals are
with an asterisk sign.... 

5.	Project Description 

5.1 Rail Projects 

i Additional Pair of lines between Borivali and Virar
The MUTP provides for additional pair over a length of 26 km covering
car shed, bridge and 8 rakes of 9 car equivalent. 
*i The MUTP does not mention whether this additional pair is 5th and 6th
line. The CPTM proposes that these will be 5th and 6th lines as four
lines already exist. 5th and 6th lines are required to maintain uniform
3 independent pairs of lines from Churchgate to Virar for the slow and
fast suburban trains and intercity trains. Question of adding car rakes
is taken up as a separate subproject hereunder. 

ii 5th and 6th Line between Kurla and Thane 
The MUTP provides additional lines over 16 km length beween Kurla and
Thane with 11 rakes of 9 car equivalent.
*i The CTPM proposes that the 5th and 6th lines should be provided from
Kurla to Kalyan. Trains proceeding to Kasara and Karjat use the CR
common tracks between CST and Kalyan and bifurcate after Kalyan in two
directions- Kasara and Karjat with substantial split in commuter load.
For reducing crush load travel and realising quantum improvement in the
suburban trains it is essential to have independent lines for slow, fast
and intercity trains between VST and Kalyan. Extension upto Kalyan is
technically possible and logisticswise required. Provision of car rakes
taken separately hereunder. 

iii 5th Line between Santacruz and Borivali 
The MUTP provides for a single line between Santacruz and Borivali 
*iii The CTPM proposes 5th and 6th line between Santacruz and Borivali
on technical grounds for allocating separate lines to slow and fast
suburban and mail trains.
Citizens cross railway tracks at various locations. Some stations do not
have foot overbridges hence commuters are forced to jump over tracks.
Proposed single line would be available for use by trains moving in
opposite directions. Commuters jumping over the tracks would be confused
on the direction of the incoming trains. To talk of a single line on the
nation's busiest sector shows non-understanding of     the real
commuter needs. 

iv DC to AC Traction Conversion Project 
The MUTP proposes traction conversion 
*iv The CTPM welcomes the proposal as it is high time that we converted
to more efficient system.

v Optimisation of Rail Operations
The MUTP proposal does not give any specific proposal on standardisation
on 12 car rakes. 
*v The CTPM proposes that all new trains shall be 12 car rakes and all
existing 9 car rakes shall be converted to 12 car rakes. All stations in
the suburban zone shall be remodelled to receive 12 car rake trains.
Central and Western Railway shall receive new 25 and 15 car rakes
respectively. Standardisation on 12 car rakes and increase in the rake
stock would increase the carrying capacity and frequency of trains. This
is the only pragmatic solution for easing crush load crowding. 

CTPM proposals for New Railway programmes
vi.  Both the Western Railway and Central Railway have developed new
railway termini at Bandra and Kurla in the suburbs for the convenience
of the growing population in suburbs. These termini are not linked to
either suburban railway or road network hence have not become popular
with passengers. As they are not patronised, the CR and      WR have
started expanding facilities at CST and Mumbai Central, the last termini
of the CR and WR in the Island City This measure would increase
inconvenience to citizens.

vi.a Developing Bandra as combined suburban and intercity station. This
is technically possible as adequate land around Bandra suburban station
is available. Bandra is a major suburban station with many CR and WR
trains terminating. All  suburban trains stop at Bandra. It is again on
the intercity train track. Creation of a combined suburban and intercity
station would provide easy train  access between suburban and intercity
trains. 
Swami Vivekanand-Western Express Highway Link Road proposed hereunder
crossing the WR track at Bandra Station would provide link to road
network to the Bandra combined railway station. 

vi.b Kurla Suburban Station would be remodelled as  Combined Suburban
Train Station and Intercity Train  Terminus for providing easy access
for railway  passengers. This project is feasible as the Railways   are
in possession of land around Kurla Station. It is possible  to add 6
upto 10 platforms for starting and terminating   intercity trains. 
The Santacruz Chembur Link Road crossing the CR tracks   at Kurla
Station can provide direct connections to the road netwerok. The SVWEH
and SCLR Link Roads can together provide direct rail-cum-road link to
Bandra and Kurla Combined Railway Stations north of Dadar, the only link
between the CR and WR trains. This link between Bandra   and Kurla can
reduce load on Dadar Station. 


5.2.Road Expansion and Traffic Component

5.2.1.  Road Widening and Extension Project 
   i Jogeshwari- Vikhroli Link Road (JVLR)
 The MUTP proposes 30 m wide 6 lane link road between the Western
Express Highway (WEH) and Eastern Express Highway (EEH) without
pavements but with road overbridges   at road intersections. Road
alignment is circuitous increasing the length of the link. 
 *i The CTPM proposes 30 m wide 6 lane link road with 2 pavements 5 m
wide on two sides and drops road over-bridges at road intersections.
Specified width can accommodate 6 lanes conforming to Indian standards
and also two 5 m wide pavements. The CTPM recommends  the natural and
preferred road alignment which reduces the length of the JVLR.
 
ii Santacruz Chembur Link Road (SCLR)
 This MUTP is silent on the alignment and width of the SCRL.    In
response to enquiry, the MMRDA officials informed that  the consultants
have not finalised the alignment. No   information available as to where
the SCLR would cross the CR suburban and main line tracks.
 *ii .The CTPM proposes the straight and preferred road alignment for
SCLR from WEH to EEH passing through Hans Bhugra Road, Hans Bhugra
Chowk, CST Road and S G Barve Marg with road overbridge over railway
tracks at Kurla Combined Railway Station with landing facilities.  It
will be 30 m wide road having 6 lanes and two 5 m wide pavements.
 
*iii Aditional proposal in the CTPM for road project Swami Vivekanand
Road-WEH Link Road-SVWEHLR 
 The CTPM proposes a 30 m wide 6 lane and two 5m wide pavement link road
to provide direct link between western suburbs and the WEH with a road
overbridge over the WR tracks at Bandra Combined Railway Station. The
SVWEHLR along with SCLR will additionally provide direct link between
combined Bandra and Kurla Railway Stations benefitting passengers
changing over from one to the other intercity and suburban railway train
zone north of Dadar for the first time in the fast developing suburbs. 
 

5.2.2. Construction of Road Overbridges (ROBs)
 Road Overbridges replacing existing pedestrian and vehicle level
crossing of railway tracks proposed in the MUTP do not provide for
pavements for pedestrians. Railways may build     min 7 m high foot
overbridges at some other location creating problems for mobility
impaired citizens and pedestrians, non-motorised traffic. 
 
*CTPM proposes that road over-bridges shall invariably have two 3m and
5m wide pavements upto 2x2 lane and 2x3 lane road overbridges
respectively 
 
i ROB at Jogeshwari (south)
 The MUTP provides that 2x3 lane ROB without pavements 
will replace two level crossings
 
*i The CPTM provides for ROB having 2x3 lanes and two 5 m wide
pavements. Only one level crossing would need to be closed as the other
crossing is not a level crossing. One narrow vehicular and pedestrian
subway, wrongly shown as level crossing shall be retained for use by
pedestrians only   as the distance between two overbridges is more than
3 km and a subway cannot slow down the speed of trains
 
ii ROB at Jogeshwari (North)
 This 2x2 lane ROB claiming to link Swami Vivekanand Road 
and WEH shall have no pavement though it replaces two level crossings
where pedestrians have a right to cross the tracks.
 *Ii This 2x2 lane ROB linking SV Road to Jogeshwari East  (not instead
of WEH) shall have two 3m wide pavements. 
 
iii ROB at Vikhroli (North)
 The MUTP provides for 2x2 lane ROB without pavements.
 *Iii The CTPM provides for ROB with 2x2 lanes and two 
3 m wide pavements.
 

5.2.3. Area Traffic Control 
 The MUTP provides for an adaptive area control system 
in the Island City comprising of state-of-the art computer controlled
traffic signal system, vehicle detectors, data communication network and
central control room facility supported by junction improvement 
 *The CTPM recommends dropping of this subproject for the Island City as
traffic conditions are worse in the suburbs. Installing this system in
the Island Ciy will not be of use. Such a system aims assuring
uninterrupted speed to motorists at the cost of citizens. It instead
recommends introduction of traffic measures such as road pricing, road
carnagement, entry restriction on cars and heavy vehicles in narrow
roads, parking ban etc for reducing the number of vehicles on public
roads and places.

 *Traffic measures would include elaborate programmes for safety to
citizens and for eliminating unessential modes of traffic, a few of
which are recorded hereunder:
 
*All taxes, levies and charges now realised by the   Government and
Municipal Corporation on the BEST Undertaking shall be withdrawn to make
the BEST at par with motor cars and other vehicles that are not required
to pay any charges to any authority for use of roads. 
 
*The Government shall direct the BEST Undertaking to operate bus
services in the metropolitan and commuting regions of Mumbai and
reimburse the BEST for the shortfall suffered in operating these
services.
 
*A special fund shall be created by levying Congestion Tax and Pollution
Tax at 10% each on vehicle fuel supplied to other vehicles at the petrol
pump outlets. This fund shall be utilised to support BEST bus operations
and setting up healthcare centres for treating  auto-exhaust related
respiratory diseases.  
 
*The BEST shall be directed to introduce long distance aircon and
non-aircon bus routes using flyovers and elevated roads to wean away
motor car owners. 
 
*Other measures for reducing the number of motor cars from Mumbai's
congested roads shall be introduced. 
 
5.2.4  Pedestrian Subways and Bridges. 
 The MUTP proposes construction of 30 pedestrian subways at arbitrarily
selected locations mainly to assure speed to vehicles.
 *The CTPM states that construction of pavements and inculcating traffic
discipline should precede construction of subways. What is the use of
subways if pavements do not exist. Locations are selected without
considering needs fully. Only 30 subways cannot improve pedestrian
safety as long as traffic discipline is not observed. This project can
be taken up in consultation with citizens.
 
5.2.5 Station Area Traffic Improvement Scheme (SATIS) 
 The MUTP recommends the SATIS in a few selected suburban stations. The
SATIS as proposed are mainly provisions for foot over-bridges. 
 *The CTPM recommends that practically every station requires
remodelling hence remodelling and  upgrading and should not be limited
to construction of foot overbridges. Citizens should be involved in
selecting stations and in designing the SATIS.


Additional Programme taken up in the CTPM
 
Construction of Pavements in Mumbai
 *Most of Mumbai roads do not have pavements. No study has been carried
out of roads having no pavements or ones having pavements in bad shape.
SPM and PM10 levels are very high. The CTPM proposes taking up of
construction of pavements. Rs 10 billion may be required would be
required for providing pavements throughout Mumbai. An amount of Rs 2
billion($ 40 million) should be allocated in the present project for
constructing pavements on roads selected in citizen consultation. 

*The attempt in the CTPM is to make the project sustainable  and
affordable to majority of Mumbai residents and visitors.   The fact
remains that public rail and road transport provides  88% of daily
journeys while 7% journeys are by private vehicles.  This position is
not  expected to change in future.  

*Average national annual per capita income is India is Rs 2,900;  of
Mumbai resident Rs 5,400.  The Project will add a debt of Rs 5,000 on
the average Mumbai resident (Rs 49 make one $1). 
****************************************