Ahh precious, yah we should not make trade centre because some whackoes are going to bang plane into it and we should not have metro because we have to spend for security too!
Passengers using the Metro make up just about a fifth of the numbers projected initially. There is also the sobering experience of the 16 km Kolkata Metro , where ridership is limited to 10 per cent of capacity.
Kolkata metro runs at its full capacity i have first hand experience. There is hardly space for standing!
There may be some region in kolkata where people dont use metro but there are good reasons for that.
Most of uneducated and old people fear metro because it seems quite cumbersome to them. Everything mechanised and so on. Where-as they have exposure to buses.
Some people just dont want to be in metro because they resist change.
Look the pollution level of Delhi before and after metro!
Consider the safety of Girls!
Another argument that he puts forth in support of the BRTS is the cost of travel. Since a significant segment of the population is using two-wheelers that run at less than Re 1 per km, a good public transport system will have to be competitive with this rate to wean them away from their own transport. "Can the capital-intensive Metro do this?" he asks.
There are, of course, those who believe the Metro is no less than a plane, albeit a low-cost carrier (just Rs 6 for a short journey) -- and the swanky stations and uniformed service personnel do give the illusion of an airport, actually. Once you walk through the automated gates, heck, it even seems better than most of our crowded airports.
which one is cheaper!
When does travel by bus becomes cheaper than Train!!
Than think about accidents! those blue line buses killing atleast a person daily!!
There is no comparison between travel by bus and metro!
Metro is like heaven and bus is like hell!
You know the time when it will arrive and when it will depart!
Typical examples -- New York, Tokyo, London. "Delhi has multiple business districts and is not suited to a metro system," he says, punching holes in the business case for the Metro.
With multiple business centre metro is more likely to get even distribution of passenger that means much more convenient!
He is also miffed at the blind eye that transport planners have turned to the profile of the city's -- and the country's -- commuters. "Fifty per cent of the people in the city walk or bicycle to work. We don't talk about them at all," he laments. (And rightly so. Try being a pedestrian one day and see if you can cross a busy road.)
Thats entirely different issue!
Joshi may not have impressive numbers as far as passengers are concerned, but he is making operating profits. Ticket collections for 2005-06 are Rs 110 crore, and these are projected to more than double to Rs 250 crore by the end of next year, even though no new track will come up during this period.
See, its just the matter of time before metros become more and more popular.
The argument for extending the Metro network is similar to that of the phone network. More lines equal more usage. And Delhi has proved that it can be cost-effective in construction (Rs 175 crore per km vs Rs 250 crore for the upcoming Dubai Metro). And why not plan for the future? "A city of this size (and growing) cannot be managed by anything other than the Metro, at least on the main arterial routes," says Akhileshwar Sahay, president-transport at infrastructure consultancy Feedback Ventures.
So true.
Even if metro is broke-even in its revenue its a great boon for common people.
