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Blog Entry# 2053433  
Posted: Nov 09 2016 (07:15)

4 Responses
Last Response: Nov 12 2016 (11:59)
20 votes
Nov 09 2016 (07:15)  

Vivek Sai Krishna   1035 blog posts   54 correct pred (67% accurate)
Entry# 2053433            Tags   Past Edits
What is the future of metro networks?
Gauge Conversion to BG of course (like MS to VM Electric MG got converted) 😀40%8
They will remain 😏55%11
Dismantling 😭5%1

Nov 09 2016 (14:18)
For Better Managed Indian Railways~   1933 blog posts
Re# 2053433-1            Tags   Past Edits
Gaue conversion shall be a very costly affair and stopping the metro networks for several months for gauge conversion shall be very difficult. Later on expansion of the metro networks shall continue in most of the cities to take care of incremental traffic demand.
Growth pattern of metro cities change every 10-15 years with majority of development and population settlement taking place at new growth centers. Accordingly, the expansion of Metro network may be some what parallel to existing routes, but at a distance, so as to cover newer growth centers. People staying closer to new networks shall use them. So metro network shall be available to more and more people at their door step.
other words reach of the metro network shall increase with construction of new routes/ corridors, rather than getting converted to BG or having 4 or 6 tracks running parallel in one route.

Nov 10 2016 (07:07)
Vivek Sai Krishna   1035 blog posts   54 correct pred (67% accurate)
Re# 2053433-2            Tags   Past Edits
Sir what you are saying is very true, but like Mumbai suburban there could be metro dedicated BG tracks, since BG will provide stability and easy expansion for metro lines. Currently, once I travelled in Bangalore Metro and it was overcrowded. Sir, basically nobody expected IR to start gauge convertion in 1940s, so same thing could happen with the metro, even though we think metros will not get converted to Broad Gauge, things might change. Ex: Chennai Egmore- Villupuram Line Electrified MG ro BG convertion was executed in phases, first parallal BG line was laid and electrified while if a MG line was Double lined, one line would be dismantled. Then, the MG line was shut down for GC, and now almost no remanent of MG era, sad for some. Now Chennai Egmore to TBM is quadrule line BG, TBM-Chengalpettu is Double Electric-Line BG and also one electrified MG is under...
GC. And Chengalpattu to VM it is Double Electric-Line BG.

Nov 11 2016 (15:19)
For Better Managed Indian Railways~   1933 blog posts
Re# 2053433-3            Tags   Past Edits
There are some basic differences between long distance travel and metro travel.
(1) Long distance travel requirement of a city does not change for very long time where as the metro train traffic requirement change with fast changing demographic settlement in a growing city. So CSTM-HWH route requirement remain same since decades, there will be third line then fourth line. Today local train requirement is very high in Mumbai harbour line and in main lines the growth of traffic is almost very low. Today augmentation is highly emphasized in the harbour line which was not at all important 2 decades ago. So focus is shifting from main CR/WR corridor to harbour line, new corridors in Navi Mumbai, Virar-Dahanu etc.
Long distance traveller may go to CST/BDTS, a distance of 20-40 kms from residence, but for intra city commuting, traveller need a metro station with in 1 km from residence. So as the city grow geographicaly as well as demographicaly, the new metro lines shall be constructed to serve the city rather than disturbing the existing lines through gauge conversion.
(3) Metro trains run at high frequencies and on dedicated corridor, metro train switching corridors is not common (unlike long distance travel). Rather passengers get down and switch to metro trains of other corridor to reach proper destination. This is the most important speciality of Metro train traffic which will make gauge conversion highly improbable. Very high frequency is possible in metro trains because of this factor, i.e. they run at minimum permissible time gap without any changes in routes at junctions, which cause delay.

Nov 12 2016 (11:59)
Tabbys star and the Alien outpost~   2565 blog posts
Re# 2053433-4            Tags   Past Edits
Metro's are built specifically to cater to suburban traffic. They are not concerned with being able to connect to other railway networks.
Difference in stability isn't much with BG or SG, especially for passenger traffic. Even the coach capacity won't change between SG and BG. Also, metro's need to be able to take sharp curves and gradients as they are laid down in densely populated urban areas. For that, SG will be better than BG as you can have sharper curves with narrower gauges.
Metros are built for very specific constraints. All the overhead bridges, tunnels, stations, concrete path ( metro's usually place the tracks directly on concrete instead of using sleepers) are constructed for a specific type of gauge and rolling stock. Re-gauging it will be prohibitively expensive. The bridges may have to be re-structured in many places to support the wider gauge, the track portion has to be completely relaid as the track directly sits on the concrete on the top. All the stations will have to be widened, and the bridges will also have to widened. This is prohibitively expensive, and in most cases it's not possible also.
GC for a on-the-ground line is quite easy as there are no problems for the ground to have higher loads and enough space is available to expand on both sides to accommodate wider tracks. Metro's are severely constrained as they are constructed on bridges. The bridges will have to be restructured and also, in many cases there won't be enough space for expansion too.
Metro's use very specific types of rolling stock also. For example, the Bangalore metro uses 3rd rail power supply at 750V DC. For GC, the entire third rail will have to be re-laid. And normal rolling stock from IR will not be able to use it anyway as they need OHE and not third line for powering.

Metro's are built to be separate entities from normal railway networks. Gauge conversions etc, are not required for these networks.

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