Case study of feasibility study of

MRTSPresented by: Guided By:Divyarajsinh Chudasama (16MCL001) Dr.Debasis SarkarMatangi Dave (16MCl002) Associate professorSalman Dhroj (16MCl003) PDPU- Gandhinagar

Content 1.What is MRTS ? 2.MRTS In India 3.Why MRTS in Ahmedabad ? 4.Case Study On Ahmedabad BRTS Traffic volume characteristic Vehicle Technology Financial Model

What is MRTS ???? MRTS is mass rapid transit system which consist of mono

rail ,bus ,metro ,light rails.

The first MRTS in India was Kolkata metro. Which started operation in 1984.

In 2006, the National Urban Transport Policy proposed the construction of a metro rail system in every city with a population of 20 lakh.

The majority of the planned projects will be implement through special purpose vehicles, which will be established as 50:50 joint ventures between the Union and respective State Government

MRTS In India BRTS: Ahmedabad,Delhi,Indore,Jaipur,Rajkot,Surat,Vijaywada, Amritsar,Bhopal; Lucknow,Hydrabad(Proposed) etc. Metrorail: Kolkata,Chennai,Delhi,Banglore,Mumbai,Jaipur; Ahmedabad,Nagpur,Kanpur (Proposed) Monorail: Mumbai Delhi,Nasik,Nagpur,Ranchi (Planning & proposed) Light rail: Kolkata ,Delhi ,Pune, Kozhikode , Guhwati (Planning & proposed)

Various Modes of MRTS

Why MRTS in Ahmedabad ????? The Greater Ahmedabad Urban agglomeration covering

an area of about 4200 sq. Km and an area of 190 square kilometers under the jurisdiction of Ahmedabad Municipal Corporation and also 150 villages in the periphery of the city under the jurisdiction of Ahmedabad Urban Development Authority (AUDA).

Ahmedabad district has a total number of 14.9 Lakh motor vehicles registered in the year 2004. Of this 73% were two wheelers.

This high density and rapid growth of vehicles have worsened the transport situation to a significant extent.

Air Quality 70 % of world’s urban population breathes unsafe air

that means 1 billion people lives in unhealthy atmosphere.

Vehicular pollution generally accounts for 60 to 70 %of total pollution loads of a city.

The root cause of air pollution in Ahmedabad is the two-stroke two wheelers and auto rickshaws

Existing transportation(AMTS) In Ahmedabad city, AMTS has been providing public

transport facilities. AMTS, a municipal body, operates the services with about 550 buses of which only about 350 are on road every day. They service about 250,000 passengers per day.

AMTS bus route lengths average about 17 kms and range from about a minimum to 5km to a maximum of 57 kms. About 55 percent of buses operate on routes with lengths of 10 to 20 kms, with a running time of 30 to 90 minutes.

average operating speed of AMTS is between 15-20 kmph .

Fleet utilization is consistently slow.

Accidents In Ahmedabad over 2700 cases of road accidents are

reported in 2001 alone about 160 to 200 persons got killed in accidents.Year Population

(lakhs)Vehicles Accidents Fatal

Accidents

1981 23.8 1,20,514 1676 1441991 29.5 4,31,783 2931 1922001 37 10,05,87

02758 162

System need

Ahmedabad public transit system is at a crossroads. After over 5 decades of operation , AMTS has lost its glory. Services have deteriorated and the image has taken a major beating.

Financially the organization is in a severe crisis situation. The effects of this are system wide and have become visible in the fact that the city has received the dubious

Challenges and Opportunities: Rapid Growth Socio-economic Changes System Improvement Focus Resource Mobilization

Major Initiatives:

A Metro Rail System (MEGA-Metro link Express for Gandhinagar & Ahmedabad)

A Bus Rapid Transit System(Ahmedabad JanMarg Ltd) A Regular Bus System A Regional Rail System

Case study on Ahmedabad BRTS Ahmedabad Municipal Corporation has incorporated a

"Special Purpose Vehicle" called Ahmedabad JanMarg Ltd in order to run and to operate BRTS buses.

In order to provide faster, reliable, eco friendly and advanced Public Transportation Ahmedabad Janmarg Ltd is committed to operate and run BRTS services for the citizen of Ahmedabad.

Ahmedabad Janmarg Ltd has 87 km operational route with 160 (59 A.C buses) buses and about 1.45 lakhs average passengers per day

Various surveys conducted for BRTS1. Traffic volume survey2. Future forecasting3. Trip survey4. Turning moment survey5. Journey Speed6. Parking Survey7. Topography Study8. Corridor rapid inventory9. Engineering Investigation

Traffic Volume survey

Traffic volume count at mid block location and at major intersections along the BRT Corridor identified for the development.

a study being conducted by GIDB(Gujarat Infrastructure Development Board), GoG (Government of Gujarat).CEPT .

Surveys are conducted at various location and intersection for 16 hour continuously (6:00 to 22:00).

Surveys were conducted at shivranjani junction,Thakkar bapa nagar,Naroda T junction,Krishna Nagar, naroda ST workshop etc.

Traffic intensity The traffic intensity (16 hrs.) is varying between 30,000

and 52,000 PCU on various location Peak hour traffic (both direction) along the proposed BRT corridor is ranging between 3,000 to 5,500 PCU per hour.

Two-wheelers and cycles are the predominant modes on the road comprising more than 55% in overall traffic stream. Cycles are observed to be around 10 to 20% all along the corridor

two Wheeler55%

Auto rickshaw10%

car/jeep15%

buses1%

lcv3%

trucks2%

other13%

Percentage

two Wheeler Auto rickshaw car/jeep buseslcv trucks other

Shivranjani cross road (4 Arms)

Future Forecasting

Population forecasting according GIDB study (2000) carried out by LB (Louis Berger Associates) population of entire study region.

Sr no.

Year Population (Million)

Approx. area(Ha.)

1 1981 2.5 19,0002 1991 3.4 23,0003 2001 4.6 30,0004 2011 6.0 40,0005 2035 10.9 50,000

Travel Characteristics 1. Age wise distribution of population: 80 % of population is in active age group and 58% of them are in working age group. And 28% of them are students. 2. Income Distribution :Income / Month Percentage(%)

< 5000 42.54%5000-10000 34.11%10001-15000 11.91%15001-20000 5.26%

>20000 4.4%TOTAL 100%

3.Trip Purpose :

4. Mode of choice :

Return home 49%Work 26.30%

Education 17.40%Other(Shopping,medical,social,

etc.)8.3%

100%

Vehicles Percentage (%)2-Wheeler 25.29%

Cars 2.48%Auto rickshaw 7.73%

Bus 8.44%Cycle 17.59%Walk 37.62%

Corridor Assessment Identification of potential of BRTS Corridor. Carryout assessment of corridor with Demand (existing & Potential) Technical feasibility of implementation of BRTS Overall system impact Divertible trips to BRTS

Divertible trips to BRTSLength (Kms) Bicycle Two Wheeler Auto rickshaw

0-4 0% 0% 0%4-6 20% 20% 40%6-10 50% 60% 50%>10 70% 80% 60%

BRTS Corridor

Geometric DesignSr No.

Description Design Standard

1. ROW(Right Of Way) 40-60m2 . Setback between building line &

Road Boundary3-6m

3. Design Speed 80 Kmph4. Lane Widtha. Median bus lane 7mb. Carriage way 7-10.5mc. Service lane 7md. Cycle path 2-2.75me. Pedestrian path 2m

Cross section for 40 m ROW

Pavement Design

Vehicle Technology

It should be fast , reliable, and secure It should be low floor height upto 800 to 850 mm above

pavement Extensive application of intelligent transport system. Bus station with latest technology.

Bus based ITMS infrastructure overview

Bus station ITMS Overview

Land Use Spatial arrangements of activities determine the travel

pattern in the city. This section briefly describes the land use pattern of the city.

The Ahmedabad Urban Development Authority is responsible for land use planning within its jurisdictional limits.

Total AUDA area of 1294.65 sq. km, 50% built up area. Water bodies and wastelands cover 12 % and 17 % of area respectively. Industries cover 9% of the area.

Land Use in AMC area use (1997), more than one third (36%) of the total area is under residential use, followed by 15 percent of the area under the industries. Large tracts of land (23.44%) are lying vacant, mostly in the newly acquired area of the AMC. Only 9.5 percent of the total area is under transportation network.

Proposed Land use The Development Plan 2011 proposes an increase in

residential areas from 35 to 44%. No significant change has been proposed in Industrial area due to the State Government’s restrictive policy. Though 23 percent of the area exists as open, the city lacks adequate number of gardens and parks.

It is proposed to develop 8.6 percent area as gardens. Area under transportation from 9.5 percent to 11.1 percent is envisaged.

Ahmedabad has a strong industrial base of traditional manufacturing, especially textiles, plastics, machinery and basic metals and alloys. Ahmedabad city accounts for 21.5% of factories in the state employing 18% of workers (2000). In 1981, before the textile crisis, Ahmedabad city used to account for 19.3% of factories and 27.7% of workers in the state.

Land use patternExistence of properties with same use:

Survey conducted to know about those properties they retain their use as well as building after BRTS project because they are financially strong and embedded machinery are not to shift /or shifting and installing may be very much costly then compensation whatever they expected. Existence of property with same

use after BRTS project No. of Properties

No Shift after BRTS 18

Shift after BRTS 141

Total 159

Core objectives of BRTS business model

Maximize the quality of service to the end user

Minimize the cost of such service over a long term

Maximize public benefit from public sector investment

Maximize opportunities for private sector investment

Project Cost Development of BRTS network over 88 Kms. has been

scheduled in phases.

Phase -1

• Total Length of corridor = 58.3 kms• Project Cost= approx. 493 crores

Phase-2

• Total length of Corridor = 30 kms• Project Cost = approx. 488 crores

Cost Components:

Corridor Development

Flyover/ ROB/RuB

Access to Inner city

Bus Stop

Terminals & Depots

ITs Applications

Administration

Contingency

Detailed cost break-up

for Phase-I

Detailed cost break-up

for Phase-II

Funding Structure

by GOI under JNNURM – 35%

by Government of Gujarat – 15%

by AMC– 50%

Funding Structure for BRTS

Project Revenue

The Revenue streams of the project Include:

Net revenues from Pay and Park Facilities

Advertisement charges on the buses and bus related facilities

Charges on outsourced activities such as Ticketing System, Seasonal Ticket Issue etc.

Economic Evaluation

Increased Public Transit Patronage

Efficient Public Transit Operations

Efficient Mixed Personalized Transit Operations

Reduction in Accidents

Improved Air Quality

Profitability of Bus Operations

As the private operators will be operating the buses on

lease or kilometer scheme, the feasibility of the bus

operations was studied in isolation.

The bus cost was assumed to be 30 lakh

The revenue earned per bus depends on:

• fare prices

• the capacity of the buses

• the vehicle utilization per day

• the average occupancy of the bus during the day.

Considering the above first year operations were

simulated.

From the analysis, it is evident that bus operations

through private sector are feasible

Financial structure The financial analysis is carried out for the period of 20

years.

The construction is assumed to be completed within first

year itself.

The revenue will be generated from the Second Year.

The project implementation structure envisaged is :

Build, Operate and Transfer (BOT) basis.As expected, with limited options for direct cost recovery, FIRR is low. However, The societal benefits as reflected in high EIRR is very significant and hence the project investment gets justified.