executive summary phase-1

Ahmedabad Municipal Corporation Ahmedabad bus Rapid Transit

AUDA GIDB 1 CEPT University

EXECUTIVE SUMMARY : Ahmedabad Bus Rapid Transit : Phase-1

1.0 Introduction: The city of Ahmedabad, founded in 1411 AD as a walled city on the eastern bank of the river Sabarmati, is now the seventh largest metropolis in India and the largest in the state. The city at the present is spread over 440 Sq. km of area and accommodates 4.5 million people. The main agency governing the area is the Ahmedabad Municipal Corporation (AMC). The population of the city, from the present 4.5 Million, is likely to rise to 6.5 million and to 11 Million by 2011 and 2035 respectively. This would incorporate surrounding settlements including the State Capital Gandhinagar to form Greater Ahmedabad. The area of the city is likely to increase from the present 440 Sq. Kms to 550 and 1000 sq. kms by 2011 and 2035 respectively. Sustenance of this growth is possible only with the development of an efficient rapid transit system. 1.1 Integrated Public Transit System Plan: The city and the state governments have initiated several measures to ameliorate the situation. They recognize that no single mode would cater to the mobility needs of the city and that the ‘Bus’ forms the most critical segment of the public transport system in the city. This as a basis it has been decided to develop and implement an integrated public transit system which will include:

- A Suburban Rail Transit System to connect the city with its industrial suburbs such as Kalol, Naroda, Mehmedabad etc.,

- A Metro Rail System to cater to major high intensity movement between the City and Gandhinagar,

- A Bus Rapid Transit System to cater to major mobility needs of the city,

- A regular Bus System to support BRTS,

- Decentralised Regional Bus & Rail Terminal

- Integrate different form of systems, i.e BRT with other regional and urban transport systems, with bicycles and Pedestrian Facilities

- Integration of Land Use -Transport elements (Increased FSI along BRTS Corridor) 2.0 The BRTS Plan – ‘Accessible Ahmedabad’ BRTS consists of several components designed to function together so as to generate superior services, which are comparable with other mass rapid transit system including metro rail system. Some or all of these elements are integrated to form BRTS, which will ensure fast, reliable, secure, high capacity service, which also has a distinct identity. The project in Ahmedabad uses several of these to put together an integrated system, which is sustainable financially and environmentally.



2.1 BRT System and Corridors The primary objective of the initiative is to make Ahmedabad more accessible. Here the term more accessible is used to include physical, social and economic accessibility. This is achieved through a set of interrelated investment and policy decisions. The BRT system plan is developed keeping the following as guiding principles:

- Given the present low levels of public transit patronage the prime task of the initiative at this stage is to develop a market for public transport.,

- To keep medium and long term perspective, - To choose options which are Technically feasible to implement (Road Width, Corridor Length,

fewer bottlenecks-junctions, level crossings, flyovers etc; - To minimize environmental and social adverse Issues, and - To ensure system wide Impact.

System wide impacts include Relief from congestion, improved safety, maximization of the ridership serving the needs of the poor, to provide opportunities for Transit-Oriented Development/ Promote Compact City, and enable integration with other modes. The expected impacts have to be citywide and not limited to small areas. Keeping these as basis, in line with the travel demand arterial road network of about 155 kilometers in length has been identified for developing the Bus Rapid Transit System within Ahmedabad. Further about 58 kms of circular network has been identified for implementation during the ohase-1 of the project. These are expected to provide greater accessibility to amenities and opportunities for mobility in Ahmedabad. It is important to note that:

- about 1/3rd of the population of Ahmedabad reside within the walking distance of the Phase-1 corridor of 58 kms.

- about 1/3rd of the Student population of Ahmedabad reside within the walking distance of the Phase-1 corridor of 58 kms.

- About 38 % of total jobs are located within the walking distance of the phase-1 corridor.

- The phase-1 corridors form middle ring of the city transport network and the population

The selected corridors have been depicted in the figure.



CL OF ROAD

SERVICE LANE

PEDESTRIAN PATHWAY

CYCLE TRACKPAVED

SHOULDERCARRIAGE WAYPEDESTRIAN

PATHWAYMEDIAN BUS LANESPEDESTRIAN

PATHWAYCARRIAGE WAYPAVED

SHOULDERCYCLE TRACK

SERVICE LANE PEDESTRIAN PATHWAY

2250UTILITY AREA

7000250

2750250

1500 10000 2500 7000 2500 10000 2250UTILITY AREA

7000250

2750250

1500

2.1.1 Roadway Design: Given the available road width following median lanes has been proposed. The proposed cross sections as per the available ROW are presented below.

1000FOOTPATH

7000MEDIAN BUS LANES

2000

1.5%KERB

2000

1.5%

250

2000CYCLETRACK

250

2000CYCLETRACK

CARRIAGE WAY9250

CARRIAGE WAY

KERB

PEDESTRIAN PATH/DRAIN

PEDESTRIAN PATH/DRAIN

Shyness Strip Shyness Strip

CL OF ROAD

1000FOOTPATH

2000

PARKING

9250 2000

PARKING

Proposed Road Section for 40 m ROW with exclusive bus lanes and bicycle paths


Proposed Road Section for 30 m ROW with exclusive bus lanes

MEDIAN BUS LANESFOOTPATH FOOTPATH

Shyness Strip Shyness Strip

CARRIAGE WAY

CL OF ROAD

PEDESTRIAN PATHWAY

PEDESTRIAN PATHWAY

2.0% 2.0%2.0%1.5% 1.5%

35000

1000 7000 1000 20002000 700020002000CYCLEPARKINGTRACK

7000 2000 2000CYCLE PARKINGTRACK

CARRIAGE WAY




Drainage is a critical issue and has been included as part of the project design and costing. Similarly other relevant utilities and amenities have been integrated. 2.1.2 Bus Stations: There are 82 bus stations (82X2) located on the entry side of the junction. Three terminals have been proposed. There are 23 interchange stations proposed along the corridors.

The stations are located curb side on either side of the junction. Stations will have provision for ticketing, display, audio systems and other support infrastructure. Off-board ticketing systems are proposed at all the stations on the corridor. Use of smart card is expected to be extensive. 2.1.3 Location of Bridges and

Flyovers: A Rail Over Bridge, a River Bridge and 5 Flyovers have been proposed along the BRTS corridor. Construction of one River Bridge is in progress under JNNURM support.

2.1.4 Vehicles: The proposed system will have special buses, which are convenient for people to board and alight, preferably low floor and AC. They are accessible to the physically challenged. 2.1.5 Services: The city with the completion of BRTS and with AMTS, would be able to provide a range of public transit services. The highest would include a rapid bus which would be as good as a metro to that of an ordinary bus services to connect interior residential areas operated as feeder roots. The services proposed are grouped into three categories.

1. BRT Exclusive Services 2. BRT Mixed services 3. AMTS Services

The proposed mix is to include AC (50%) /Non-AC buses, express and ordinary buses as well as ladies special, School Special service etc.,. The expected fleet size of transit service in Ahmedabad is as below. Of this, it envisaged that about half of the fleet would be BRT fleet servicing over half of the transit demand.



2.1.6 Route Structure and Fare Collection: Hybrid system of operation is suggested. Three ‘BRT Exclusive Routes’ have been designed. They are circular routes, clockwise and anti-clockwise covering outer and inner rings. Estimated demand and fleet size for 2006 has been presented below. Initially it is estimated that 3 minute frequency on either side, which over time will be increased to a bus a minute.

Year Service Population Trips Target Trips Fleet Requirements 2007 51 55 20 1215 2011 55 61 30 1565 2015 60 69 40 2336

In terms of Mixed BRT Services, ten routes have been identified. The number is likely to increase depending on the demand.

BRT Exclusive Routes

Circular Corridor: Clockwise and anticlockwise direction

Corridor: Ring via Narol Danilimbda ST Terminus Kalupur Asarwa ST Workshop NH8

Corridor: Main Ring Via Shahalam ST Terminus Kalupur Rakhial Soni ni Chali

BRT Mixed Routes

Circular Corridor via Civil Hospital Ring via Old City, ST Terminus, Danilimbda,

Anjali, Nehrunagar, Shivranjani, 132 Ring Road, RTO

Chandkheda to Naroda



Sarkhej to Odhav Naroda to Maninagar Lambha Village to Naroda

Corridor: Maninagar to Shilaj Village Lambha to Sabarmati Sarkhej to Sabarmati

Bopal to Vivekanandnagar

Fare Rate and Collection: The fare would be fixed considering the present AMTS fare and affordability. Pre-board ticketing system is proposed on all the exclusive routes. Onboard ticketing has been suggested for mixed BRTS services.



2.1.7 ITS Applications: To improve customer convenience, speed, reliability, safety and to build an image of modern system, extensive use of ITS applications are proposed. They cover:

- Automatic Vehicle Location Information o On board stop announcements o Next Vehicle Displays

- Use of Smart Cards - Signal Priority - Surveillance & Security Systems

2.1.8 Institutional Framework / Systems Operations The Ahmedabad Municipal Corporation is the lead implementing agency of the project. Though Public Transport is a discretionary function of the municipal corporation, the corporation through its body, Ahmedabad Municipal Transport Service (AMTS) has been offering public transport service since six decades. The proposed BRT services will be offered as a coordinated service with the existing AMTS services. Roadway Development: The road way infrastructure development will be undertaken by AMC. Operation and maintenance of the roadway and other services and utilities will be performed by the AMC directly or through private contract mode. Bus Procurement and Operations: Busway procurement will be through private participation. Special Purpose Vehicle (SPV): A special purpose vehicle (SPV) will be constituted by AMC. The SPV will include AMC, AUDA, State and Central Government departments, subject experts and institutions with expertise in the field. The role of SPV will include planning of services, selection of operators, monitoring of service quality, fare revisions, coordination with relevant departments and future BRTS system expansion plan. Private operators will be procuring buses as per the specifications decided by the authorities and operating services under the overall supervision and regulation of the SPV. It is envisaged that private operators will selected through competitive bidding will carry out bus operations. A kilometer scheme is presently in operation. A similar scheme is being contemplated for the proposed system. Monitoring: Professional services for periodic demand assessment, services planning and service quality monitoring will be obtained from CEPT/Gujarat Urban Institute and such other institutions. 3.0 Project Scope Development of BRTS network over 205 Kms. has been scheduled in phases. As part of the project a corridor covering a length of about 58 kms has been identified as phase-1 main corridor. Detailed cost break-up for Phase-I is given in table below. These estimates have been revised based on detailed engineering design of a sample stretch. The cost estimates include development of the entire roadway including roadway amenities and facilities, drainage and IT & other operating services. Adopting element-wise rates, the estimates for each of the corridor stretches has been estimated. The estimates of bridges have been made based on detailed engineering done for some of the identified bridges. Total cost works out to 493.8 crores (with 5% escalation).



Table: Project Scope and Base Costs

Road Section Length (km)/No.

ROW (m)

Unit Rate (Rs.)

Base Yr Cost ( Rs. in lakh)

Total Cost with Escalation@5%(Rs. In Lakhs)

Shivranjani Cross Road – RTO 8.00 40 61461339 4917 5292

RTO – Sabarmati 2.70 60 69195698 1868 2111

Sabarmati – Sardar Nagar 3.30 24 42722265 1410 1653

Sardar Nagar – Narol Circle 24.00 60 69195698 16607 17655

Narol Circle – Chandola Lake 2.00 30 42722265 854 948

Chandola Lake – Pirana River Bridge 3.52 35 49169071 1731 1863

Pirana River Bridge - Shivaranjani 3.98 35 49169071 1957 2106

Dani Limda to Maninagar 4.00 30 42722265 1645 1824

Shahalam Tollnaka to Kalupur via S.T 3.00 30 42722265 1154 1272

Kalupur to Soni ni Chaal 4.00 30 42722265 1794 1979

Sub Total-Roadway Development 58.3 33937 36704

Operational Infrastructure (Terminal) Lump sum n/a 400 431

Sub Total- Operational Infrastructure 400 431

Bridges Length -m Width Rate/ Sq.Mt Cost

Rail Overbridge 800 23.5 12000 2256 2549

River Bridge (North 6 Lane) 820 28.7 17500 4124 4661

Split Flyover- Soni ni Chaal Jn 659 16.8 18000 1993 2134

Split Flyover- Takkarbapa Nagar Jn 898 16.8 18000 2716 2908

Sub Total- Bridges/Flyovers 11089 12253

GRAND TOTAL (PHASE-1) 45425 49387 Note: 1Roadway costs include roadway construction, footpath, vehicular and bicycle parking, bus stations, passenger

amenities such as kiosks, toilets, lighting et ., . 2. Buses are through private companies. Hence Depot infrastructure will be built using private participation. 3. Split Flyovers at Memnagar, Shivaranjani, and AEC will be taken up as part of subsequent phase. 4. River Bridge in the south and Shreyas Rail overbridge being constructed under JNNURM.

3.1 Project Financing of Phase-1 BRTS - Ahmedabad The project has been forwarded to Government of India for support under JNNURM. AMC and the State governments have earmarked their share of the proposed expenditure. Buses as stated earlier are to be procured through PPP mode. Project Funding Pattern

Agency % ge 2006-2007 2007-2008 2008-2009 2009-2010 Total GOI-NURM 35

7770.5

6844.5

2264.3

406.2

17285.6

GOG 15 3330.2 2933.4 970.4 174.1 7408.1

AMC 50 11100.8 9777.9 3234.7 580.3 24693.7

Total 22201.5 19555.7 6469.4 1160.6 49387.0

% ge 45.0 39.6 13.1 2.4 100.0 4.0 Land Use Restructuring It is observed that bus transit development results into changes in the land use and built form. It has also been observed that when development concentrates along BRTS corridor, transit patronage increases. In view of this it is imperative that the potential of land use transformations be exploited to strengthen BRT project. A policy to encourage rebuilding activity in the area using higher FSI is being contemplated. It is envisaged that all new developments in the vicinity of BT corridor (250 Mts) will have the permission to build up to FSI 1.8 plus an additional F.S.I of 1. With this the densities on the corridor is likely to increase by 2.5 times. Through impact charges value capture is expected. This would involve modification in the proposals of the Development Plan and obtaining the sanction from the state. Revenues from advertisements and parking are also envisaged.



5.0 Economic Evaluation Bus Rapid Transit Plan for Ahmedabad is a multifaceted project which integrates landuse and transport, various forms of public transport services as well as other motorized and non-motorized modes through various physical, operational and policy interventions to achieve the objective of making Ahmedabad an accessible and competitive city. Given this multi-dimensional nature of the project, anticipated impacts are numerous and some measurable and some qualitative. The benefits include at the lowest level, improvements in the operations of roadway due to roadway improvements as mentioned below. The BRT project in Ahmedabad includes up gradation of 155 kms of road network from the present partially developed divided / undivided carriageways open for mixed traffic to a fully designed street with:

- physically segregated road space for buses, bicycles, pedestrians and for mixed traffic, - adequate lighting and other roadway operational infrastructure, - road user amenities such as toilets, kiosks, telephone, etc., - space for parking to be operated as paid parking facility.

As part of the first phase activity, 58 kms of network has been identified. The result of these would be in the form of savings in vehicle operating costs and travel time savings which have been estimated. Based on these benefits and costs for 58 kms of network, following rates have been obtained. In addition, following benefits are also expected. Increased Public Transit Patronage: Under the ‘Regular bus operations’ the quality of bus services tends to deteriorate after certain level of operations. The operating costs tend to increase and with deterioration in quality, the patronage dwindles. As a result only the ‘captive riders’ are likely to continue using buses. The market situation is also such that the proportion of the ‘captive riders’ is on the decline. This is because of improved economic wellbeing of the people and easy availability of loans for procuring personalized vehicles. Low levels of patronage also mean high losses which discourages investments in procurement of buses pushing the whole system into a low level equilibrium trap. Only way out to make urban transport sustainable is to also qualitatively upgrade the services matching with the technology advancements in the personalized mode to make the system attractive. Possible improvements without BRT treatment would be limited and less likely to yield any significant benefit in the long run. The BRT, a rapid, safe, reliable, flexible, quality service with its own identity would have the ability to provide quality service which is close to (in the long run better than) the services offered by the personalized modes at a much lower cost. Hence achieving higher transit patronage is feasible under BRT conditions. Efficient Public Transit Operations: Efficiency improvements in bus operations under BRTS arise due to time savings and rationalized operations. They are: a. Increased vehicle utilization (Increase in speed, Rapid boarding & alighting, Reduced turnaround time) b. Reduced manpower cost (Off-board ticketing, Improved manpower efficiency because of fast service/speed) c. Reduced operating costs (Fuel efficiency, Less idle time, Less wear and tire, Longer Life of the bus) Efficient Mixed Personalized Transit Operations: BRTS will also improve operating conditions for personalized vehicle. Contributing factors are: Segregated traffic, Improved road surface quality, better lighting, Junction treatments (some elevated and better regulation), Shift in part heavy traffic to outer ring road (proposed ‘Toll’ for through traffic& Proposed Goods Terminal Act). Reduction in Accidents: BRT corridors are highly accident prone. With traffic segregation, exclusive pedestrian and bicycle facilities, better illumination, effective regulation and the overall training and public education the accidents on these roads are likely to come down by 75-90%. Improved Air Quality: BRT benefits in terms of air quality improvements are due to: Shift from personalized and more polluting three wheelers to buses, Cleaner Fuel Choice, Promotion of non-motorized mobility with facility integration for bicycles and pedestrians, Land development intensification around BRT corridors is proposed, overall travel reduction (Trip Length to remain short) is expected.



Over and above, with private sector investments in bus procurement and operations, efficiency gains are expected. Overall traffic management in the city would improve. 6.0 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 various factors such as fare prices, the capacity of the buses, the vehicle utilization per day as well as 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. Detailed market demand surveys are proposed.

Bus Operations Cost of a Bus (Rs) 30,00,000.00 Trip length – kms 48 No of Trips done/bus 7 No. of Seats in Bus 50 Passenger kms operated 504000 Cost per Passenger km.(Rs) 0.394821977 Existing Tax free Rev. per Passenger km. 0.4851 Fare rise per Passenger % 20 Chargeable New fare rate per passenger km 0.58212 Average Dist. Traveled (Kms) 8 Break-Even O. R. Existing rate 81.38981178 B/E O.R. New rates 67.82484315 Required Passengers per bus 1400 Proposed Number of buses (Phase-1) 100 Estimated Demand (Passengers)

Low 140000 High 178000

Proposed Frequency 90 Sec 7.0 Financial Analysis From the point of view of project proponent, a financial analysis has been carried out. Project Costs: The costs includes roadway construction, BRTS related infrastructure, pedestrian facilities etc., as well as operation and maintenance of the same. In addition SPV operations and maintenance costs including BRTS control room operations, demand assessment, service monitoring costs etc., would also be there. Project Revenues: The revenue streams of the project include:

- Net revenues from Pay and Park Facilities - Advertisement Charges along the roadway - Advertisement charges on the buses and bus related facilities - Charges on outsourced activities such as Ticketing System, Seasonal Ticket Issue etc.,

The details of cost and revenue streams and the estimated FIRR have been presented in table below. 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.



Economic and Financial Analysis Summary Projection for 2006 to 2026

Economic Internal Rate of Return without value of time(EIRR)

34.5 %

Financial Internal Rate of Return (EIRR) with value of time

49.8 %

Financial Internal Rate of Return 2.72 % 8.0 Way forward BRTS is a new concept for India. Planning and design of BRT in India has to be evolved with experience. The experience gained through building the roadway would through up solutions to several of issues needing clarification. Further this would also be the time to design other stretches and other operational elements of BRT. Such a large project will have several issues to deal with. A Steering Committee at the state level exists. A Project Committee to oversee the implementation at the city level is also envisaged. Formation of an SPV is under consideration. Examples from South America and other countries are being studied. It is proposed to operationalize the Bus Rapid Transit System in Ahmedabad by end of 2008

executive summary phase-1

Documents