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This chapter discusses the development of the metro rail system in Hyderabad. It details the various phases of the project from proposal to implementation. The project demonstrates that is it only when the government takes firm steps to move the metro process forward will the city get its mass transit system. As far as project planning was concerned, the Hyderabad Metro project conformed to most of the requirements except for having clear-cut criteria of prioritization in implementation.

This chapter discusses the development of the metro rail system in Mumbai. It details the various phases of the project from proposal to implementation. The project has been conceived in the right way by first preparing a master plan and then prioritizing the phases. The need for the project comes out very clearly and an investment decision was taken based on a proper appreciation of the resource scenario. The step-by-step process of project planning was followed meticulously as far as identification and project decision were concerned. While metro projects in other cities such as Kolkata, Delhi, Bangalore, and Chennai were taken up through direct government initiatives and project financing was dependent on government initiatives, in Mumbai it was always felt that the potential for high ridership in this mega city would naturally justify private participation.

This chapter discusses the development of the metro rail system in Chennai. It details the various phases of the project from proposal to implementation. Phase I of the Railways-operated Chennai MRTS from Chennai Beach to Tirumalai was sanctioned by the Railways at a cost of Rs 306.19 crore. Work on Phase II, from Tirumalai to Velachery, started in 1996 and went on till 2007. The sanctioned cost for this 11.38 km stretch with nine stations is Rs 875.58 crore. Phase II extension for 5 km from Velachery to St Thomas Mount was sanctioned during 2006–7 and work has commenced. The completion of Phase I is scheduled for January 2011, Phase II for June 2011, and Phase II extension for March 2012. When completed, the MRTS network will be 25 km long with five stations at-grade and 16 elevated.

This chapter discusses the development of the metro rail system in Jaipur. It details the various phases of the project from proposal to implementation. The Durgapura to Ambabari corridor was proposed with total length of 17.35 km, of which 5.09 km would be underground and 12.25 km elevated. A total of 18 stations have been proposed for this corridor, five of which will be underground. The peak house peak direction trips/traffic is projected as 11,313 in 2014, to go up to 16,898 in 2021. It has been proposed to initially have four car trains with six-minute headway; the headway could then be reduced to four minutes in 2021. The total cost for this corridor without taxes is estimated as Rs 3,481 crore.

This chapter discusses the development of the metro rail system in Kochi. It details the various phases of the project from proposal to implementation. The detailed project report was prepared in 2005 and the state has been in constant touch with the central government for approval of the project, but no decision has been taken so far. While accepting the project report, the state government examined various options of financing such as build-operate-transfer (BOT) and public-private partnership and it was of the view that implementation of the project on BOT basis will not be feasible unless a return of 14 per cent on equity was assured to the BOT operator. Financial analysis indicated that funding to the extent of two-third of the project cost will be needed for this.

This chapter discusses the development of the east-west metro rail system in Kolkata. It details the various phases of the project from proposal to implementation. Kolkata is the only city in the country which has all modes of transport, from a metro railway and trams to hand-pulled rickshaws, in addition to buses and all other normal vehicles. In 2006, when a DPR for an east-west metro corridor was taken up, the existing Indian Railways-run metro system was operating between Dum Dum and Tollygunge. Looking at Kolkata’s problems is essentially taking into account a larger urban agglomeration consisting of Kolkata Municipal Corporation, Howrah Municipal Corporation, Salt Lake City, and the larger Kolkata Metropolitan Development Area.

Chapter 9 prepares a report card by highlighting the major findings covering each of the themes of the book: urban poverty, income growth, and inequality; migration, rural−urban linkage, and transformative potential; migration, better livelihoods, and inclusive development; quality of life and sustainability matters; urbanization and the demographic dividend; and migration and modernization. It highlights the progress made in the 20-year period and the gaps and challenges. Opportunities and challenges are then discussed critically through policy lenses. Based on the policy analysis as well as lessons from better practice analysis across the globe, it recommends appropriate measures and strategies to make Dhaka a more prosperous, sustainable, inclusive, and liveable city. Finally, it sums up the major findings in response to the compelling questions regarding scope for the poorer segment of urban residents to reap benefits of better lives, better incomes and claim equal share in the city’s growing prosperity like their non-poor counterparts in the concluding remarks.