HYDERABAD: Delhi Metro is sure to dazzle anyone riding on it. The big question facing the people of the twin cities now is, can Hyderabad follow suit? And, whether its totally elevated Mass Rapid Transit System (MRTS) funded through public-private partnership is the right mode.

Contrary to popular notion, only a section of phase one of the Delhi Metro Rail Corporation (DMRC) is underground (12.12 km of 62.16 km), with the rest being either elevated or on ground at grade.

Even in its projected MRTS master plan of 244 km to be completed by 2021 in four phases, the extent of underground section will be 27.22 km only. "Elevated systems are much cheaper and faster to build compared to underground rail systems," points out a DMRC official.

Greater costs

"Underground rail systems will cost three times more. Soil testing samples have also shown presence of sheet rock underneath twin cities, which will make it time-consuming and expensive to burrow as heavy machinery has to be imported," explains Hyderabad MRTS Project Director N.V.S. Reddy. With regard to funding pattern, the DMRC is generously funded by the Japanese Government's soft loan routed through the Japan Bank of International Cooperation (JBIC). It took care of 64 per cent of project cost of phase one of Rs.10, 571 crores with 28 per cent equity contribution by Central and State Governments.

The Centre has already made it clear that Delhi is an exception and that the largesse along with a sovereign guarantee for debts incurred in such projects will not be available for other cities. It has been more inclined to support public-private partnership initiatives.

Rail-based systems have a high carrying capacity and are non-polluting, consuming just one-fifth energy per passenger compared to road travel. But, they are also capital intensive with long gestation periods.

BOT model

These factors weighed in the minds of the seven-member committee of senior officials led by Municipal Administration and Urban Development Secretary S.P. Singh when they recommended the Build, Operate and Transfer (BOT) model for MRTS to tackle traffic and pollution issues.

"Having private players will increase efficiency and project speed because we have had delays in being forced to follow Government rules. Time is saved by a private party," says DMRC Chief E. Sreedharan. Kolkata Metro, which took two decades for completion, is cited as an example on how things can go wrong waiting for Government funding.

As for MRTS efficacy, New Delhi has taken off 1,650 buses on roads, increased average speeds from 10.5 kmph to 14 kmph and saved fuel costs by Rs. 500 crores apart from reducing pollution and road accidents by 30 per cent.

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