Kathmandu’s Metro dream

JUN 28 -

Kathmandu, the capital and economic hub of the country, is gradually becoming a polluted, unsafe and unattractive city as a result of inadequate physical infrastructure, lack of city planning and poor investment. The population of the capital has grown rapidly within the last decade, and the number of vehicles on the roads has gone up unchecked in an unprecedented way. As a result, the city is suffering from chronic traffic congestion at every nook and corner. In order to keep the capital organised and vibrant for the 21st century, a radical change in its transportation infrastructure is inescapable. Such change is only possible through the development of a mass rapid transit system or metro train.

A metro system in the Kathmandu Valley can be developed in three ways: surface tracks, elevated tracks or bored tunnels. A metro by tunnels is the best option in the densely populated areas of Kathmandu and Lalitpur. In general, the metro should be underground in the core areas of the city within the Ring Road, while it could be a combination of surface and elevated tracks outside the Ring Road. In order to maintain the beauty of the Kathmandu Valley and preserve its UN-recognised archaeological and cultural heritage, tunnelling is the best solution for the metro in the core urban area.

Metro route selection is a complex task. However, in its simplest approach, it can be done in two ways in the Valley: by adopting existing major road alignments or by alignments of the two major rivers—the Bagmati and the Bishnumati. The recently published preliminary metro map proposed by the Ministry of Physical Planning is tentatively based on the major road alignments. The government’s proposed map has four routes to connect east to west and north to south of the Ring Road and one extra route along the Ring Road.

Even though the proposed metro map appears attractive, effective implementation of the projected routes seems complicated. The map lacks visionary thoughts and seems to be suitable for solving current problems only. As planned in the map, the main transit station at Jamal would not be an appropriate location from a political, social, financial and governmental administrative point of view. The beauty of Kathmandu is likely to be marred if elevated tracks are built along the proposed route. It is unclear how this metro map will address the need of a grand development within the Valley as it is limited only to the area covered by the Ring Road itself.

A concept that connects the north, south, east and west of the Ring Road with central Kathmandu is vital. For such connection, nine major underground stations—mega stations—within or around the area of the Ring Road are recommended as shown in the proposed map. These stations should be relatively large, multi-storey structures that serve as transit points for the Metro. Out of these nine stations, two prime transit points should be built at Bhrikuti Mandap and Tankeshwor (Kalimati). Due to the proximity to modern business centres at Bag Bazaar, the governmental administrative centre at Singh Durbar, the National Conference Centre, Tundikhel, educational establishments and the old Bus Park, as well as availability of adequate free space, Bhrikuti Mandap transit point is the best location.

As shown in the proposed map, bored tunnels will connect Kalanki, Bansbari, Bouddha, Koteshwor and Satdobato with the Bhrikuti-Mandap station. These tunnels will follow in general alignments of the major existing roads. Such development can be materialised by Patan Line (Satdobato, Bhrikuti-Mandap, Bansbari), about 12 km, and Kathmandu Line (Kalanki, Bhrikuti-Mandap, Bouddha/ Koteshwor), about 15 km.

Additional underground metro lines such as Bishnumati Line (Balkhu, Tankeshwor, the new Bus Park), about 6 km, along with the Bishnumati river alignment, will enhance the transport network at the core of the city. In the Chakra Path Line, which is basically a circular line connecting those stations at the periphery of the Ring Road, a 30 km tunnel will allow the traffic to move without entering the city centre.

These mega stations should be about two to six km apart and two to three storey underground buildings. The construction of such structures will be expensive and laborious, requiring advanced construction techniques, so it is essential to build a limited number of mega stations and use them prudently.  This is one of the reasons why the number of mega stations is

limited only to nine as shown in proposed map here.

Based on a local need, the local stations can be built at a distance of about 0.5 km to 1.5 km at various locations. These Stations can be built economically and with adequate space by slightly enlarging the proposed metro tunnel with a platform integrated within.

Further expansion of metro lines to Banepa and Sankhu in the East; Thankot in the West; Budhanilkantha and Dharmasthali in the North; and Dakshinkali, Chapagaun, Godawari and Lubhu in the South will help enhance its connectivity with other small cities, towns and villages of the Valley. Such expansion will help the urban areas and the suburb areas join together. This will be a milestone to control and prevent the haphazard urban growth and revolutionise the transportation network.

A phase-wise development is an appropriate way to move ahead in this endeavour. Kathmandu line, Patan line and Bishnumati line are to be built in the first phase, which can be initiated by constructing an underground mega station at Bhrikuti Mandap without displacing the current exhibition centre at the site. Chakra Path line can be built in the second phase, and extension lines outside the Ring Road will be constructed in the third phase..

The first phase of this mega project could be implemented within the next five years, the second phase within 10 years and the third phase within 20 years. If this is accomplished, Kathmandu will be transformed into one of the modern cities of Asia.

A mass rapid transit system or metro is the only sustainable solution to keep our city moving into the future. But there are huge challenges ahead. We need controlled and managed urbanisation—not merely a chaotic evolution. It is time to think of a grand development master plan for the Valley, including this metro project, and promote massive investment for our city’s infrastructure. It is time for Kathmandu to invite experts to solicit their ideas and conceptualise the plans. Perhaps a Kathmandu Development Conference would be a good start.

Amatya is a consulting geotechnical engineer currently practising in the UK

blamatya@gmail.com


Source: http://www.ekantipur.com/2012/06/28/oped/kathmandus-metro-dream/356264/