executive summary phase-2

AHMEDABAD Janmarg

BUS RAPID TRANSIT SYSTEM PLAN PHASE – II

Volume-I: Summary Report PROJECT DPR SUBMITTED TO: MINISTRY OF URBAN DEVELOPMENT

GOVERNMENT OF INDIA March 2008

An Initiative of

AHMEDABAD MUNICIPAL CORPORATION

Project Development Technical Team CENTRE FOR ENVIRONMENTAL PLANNING AND TECHNOLOGY

Ahmedabad In Association with

Lea Associates South Asia Pvt Ltd, New Delhi Technical Advisors

Institute for Transportation & Development Policy, New York

Janmarg Ahmedabad Phase 2 Ahmedabad Municipal Corporation

Centre for Environmental Planning and Technology, LEA Associates South Asia Pvt Ltd and ITDP i

TABLE OF CONTENTS

1.0 Background .................................................................................................................................... 3 2.0 Vision and Strategies..................................................................................................................... 3 3.0 Comprehensive Mobility Plan....................................................................................................... 3

3.1 Population, Employment and Travel Demand Forecast ..................................................... 4 3.2 Structuring Landuse and Transport .................................................................................... 5 3.3 Integrated Public Transit System Plan................................................................................ 7

3.3.1 Travel Demand....................................................................................................... 8 3.3.2 Suburban Rail Corridor : ........................................................................................ 8 3.3.3 Metro Corridor Proposal......................................................................................... 9 3.3.4 Bus Rapid Transit System Proposal .................................................................... 10

3.4 Inner-city Transit Development Plan................................................................................. 10 3.5 Pedestrian and NMV Facilities:......................................................................................... 11 3.6 Air Quality Management Plan ........................................................................................... 13 3.7 Developing Terminals ....................................................................................................... 14

3.7.1 Goods Terminal.................................................................................................... 14 3.7.2 Regional Passenger Transport Terminals ........................................................... 14

3.8 Parking Policy ................................................................................................................... 15 4.0 The BRTS Plan ............................................................................................................................. 16

4.1 BRT System and Corridors ............................................................................................... 16 4.2 Roadway Design............................................................................................................... 18 4.3 Elevated bus way.............................................................................................................. 19 4.4 Bus Stations ...................................................................................................................... 20 4.5 Interchange facilities ......................................................................................................... 22 4.6 Planning of Bridges and Flyovers ..................................................................................... 22 4.7 Vehicles............................................................................................................................. 22 4.8 Services ............................................................................................................................ 22 4.9 Route Structure and Fare Collection................................................................................. 22 4.10 ITS Applications ................................................................................................................ 22 4.11 Institutional Framework / Systems Operations ................................................................. 23 4.12 Project Scope.................................................................................................................... 23 4.13 Project Financing of Phase-1 BRTS ................................................................................. 24 4.14 Land Use Restructuring .................................................................................................... 25 4.15 Economic Evaluation ........................................................................................................ 25 4.16 Profitability of Bus Operations........................................................................................... 25

5.0 Urban Transport Fund ................................................................................................................. 25 6.0 Way forward.................................................................................................................................. 25


Centre for Environmental Planning and Technology, LEA Associates South Asia Pvt Ltd and ITDP ii

LIST OF TABLES

Table 1: Summary of population for different zones in preferred Scenario ............................................................................... 4 Table 2: Air Quality in Ahmedabad .......................................................................................................................................... 13 Table 3: Project Scope and Base Costs .................................................................................................................................. 24 Table 4: Project Funding Pattern ............................................................................................................................................. 24 Table 5: Economic Analysis Summary..................................................................................................................................... 25

LIST OF FIGURES

Figure 1: Proposed Pedestrian pathways and Cycle tracks on all BRTS corridors ........................................................ 12 Figure 2: RSPM levels.............................................................................................................................................................. 14 Figure 3: Interventions in para-transit ...................................................................................................................................... 14 Figure 4: Typical Cross section for 60 m cross section ........................................................................................................... 18 Figure 5: Typical 40 m RoW cross section............................................................................................................................... 18 Figure 6: Typical 36 m RoW cross section............................................................................................................................... 18 Figure 7: Typical 30 m RoW cross section............................................................................................................................... 18 Figure 8: Typical 24 m RoW cross section............................................................................................................................... 19 Figure 9: View of proposed elevated corridor at Kalupur........................................................................................................ 20 Figure 10: Provision of overtaking lanes in a typical 40 m cross section ............................................................................... 20 Figure 11: Provision of overtaking lanes on inner radial corridors.......................................................................................... 21

LIST OF MAPS

Map 1: Population Distribution by TAZs 2011 & 2035– Preferred Scenario............................................................................. 4 Map 2: Jobs Distribution by TAZs 2011 & 2035 – Preferred Scenario ...................................................................................... 5 Map 3: Proposed Landuse Plan-2011........................................................................................................................................ 5 Map 4: DP Road Network........................................................................................................................................................... 6 Map 5: Proposed Plan for GIFT ................................................................................................................................................. 7 Map 6: Proposed Regional Rail Corridor ................................................................................................................................... 8 Map 7: Proposed Metro Corridor................................................................................................................................................ 9 Map 8: Proposed BRTS Corridor ............................................................................................................................................. 10 Map 9: The Inner city of Ahmedabad and its Landuse ............................................................................................................ 11 Map 10: Proposed Pedestrianisation plan for Bhadra Square................................................................................................. 12 Map 11: Proposed Kankaria Redevelopment Plan .................................................................................................................. 13 Map 12: Proposed Goods Terminals and Volume of Traffic................................................................................................... 14 Map 13: Proposed Regional Bus Terminals ............................................................................................................................ 15 Map 14: Travel demand pattern ............................................................................................................................................... 17 Map 15: Phase 1 and Phase 2 BRT Corridor .......................................................................................................................... 17 Map 16: Proposed terminal and interchange locations............................................................................................................ 21


Centre for Environmental Planning and Technology, LEA Associates South Asia Pvt Ltd and ITDP 3

1.0 Background 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 present is spread over 400 Sq. km of area and accommodates 5.5 million people. The main agencies governing the area are the Ahmedabad Municipal Corporation (AMC) and the Ahmedabad Urban Development Authority (AUDA).

The population of the city, from the present 5.5 Million, is likely to rise to 6.5 million and to 11 Million by 2011 and 2035 respectively. This area 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 400 Sq. Kms to 550 and 1000 sq. kms by 2011 and 2035 respectively. Sustenance of this growth is possible only with development of an efficient and rapid transit system.

Based on the Integrated Public Transit Plan and BRT plan, phasewise development of BRT system in Ahmedabad was done. During the first phase, 58 kms of BRT development was sanctioned under JnNURM and the same is under implementation. This proposal is to seek sanction for necessary extensions to Phase-1 BRT network.

2.0 Vision and Strategies The trans-vision of Ahmedabad captioned as ‘Accessible Ahmedabad’ is to redesign the city structure and transport systems towards greater accessibility, efficient mobility and lower carbon future.

The vision focuses on:

Reducing need for travel Reducing the length of travel Reducing automobile dependence

These are the concepts embedded in the National Urban Transport Policy (NUTP) of Government of India. To provide affordable solutions, cross subsidy mechanisms would be evolved. Transit investments often contribute to increase in land value and hence mechanisms to capture the value for sustenance of the system operations are required. Private participation is conceived as an intergral part of system operations.

3.0 Comprehensive Mobility Plan The city authorities recognise the need to take a long term perspective and look at a regional scale. They have implemented a series of plans and programmes. As a result the city has an efficient urban structure and transport network. The city is fairly compact. The network is complete with 5 rings and 20 radial roads. Trips are fairly distributed both in time and space. The result of such integrated development is clearly evident. The average trip length of 5.5 kms, when compared to Bangalore (9.5 kms), Hyderabad (8.5 kms), Jaipur (8.5 kms), London (11.5 kms), Bogota (16 kms) and Singapore (8.5) is one of the shortest. The fatality rates are also very low (220 in 2007) when compared to over 700 in Bangalore, 260 in London and 267 in Surat. This has been possible due to a comprehensive planning process which integrates the land use and road network.



3.1 Population, Employment and Travel Demand Forecast

Based on an assessment of economic development prospects and the demographic trends, population and employment in Ahmedabad regions is forecasted as below.

Table 1: Summary of population for different zones in preferred Scenario Population Spatial Unit 2000 2011 2035

AMC 3607174 4137488 4400510 AUDA & New AMC Limits 1591236 2392564 4793758 Rest of IPTS 731067 877303 1730759 Total 5931477 7409366 10927062

JOBS 2000 2011 2035

AMC 1263535 1351919 1439595 AUDA & New AMC Limits 367093 690470 1528900 Rest of IPTS 253231 385080 721001 Total 1885859 2429480 3691531

The distribution of these over space were simulated and evaluated with regard to feasibility and transit development compatibility. The same has been presented below.

Map 1: Population Distribution by TAZs 2011 & 2035– Preferred Scenario



Map 2: Jobs Distribution by TAZs 2011 & 2035 – Preferred Scenario

3.2 Structuring Landuse and Transport

Post independence, three statutory Development Plans have been prepared. The highlights of the plan have been the evolution of a ring-radial structure of road network, mixed landuse, infrastructure development and especially road development, to precede urban development. Additional FSI along transit corridors is also proposed.

Map 3: Proposed Landuse Plan-2011



Map 4: DP Road Network



GUDA Development Plan and GIFT City proposal

Adjoining the capital city, Gujarat Infrastructure Finance Tech City (GIFT) has been proposed. Over 2.5 lakh jobs are likely to be created in this area in the next 4-5 years.

(1%)

(32%)(30%)

OPEN AREA (23%)

(14%)

(1%)

(32%)(30%)

OPEN AREA (23%)

(14%)

Total BUA: 80 million sq. ft. in phasesBUILT UP AREA DISTRIBUTIONBUILT UP AREA DISTRIBUTION

Green City: More than 65% reserved for Open Spaces / Green Cover

Map 5: Proposed Plan for GIFT

3.3 Integrated Public Transit System Plan

It is recognized 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. Therefore 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, Mehemdabad 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

- Inner city transit development - 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)



3.3.1 Travel Demand

The number of motorised trips will increase from the present 50 lakhs to about 132 lakhs by 2035. About 50% i.e 65 lakh trips are expected to be serviced by mass transit systems. The bus and rail based systems are expected to share the responsibility in the ratio of 50:50.

3.3.2 Suburban Rail Corridor :

A regional rail corridor has been proposed using additional space available along the existing rail line. The proposal has been forwarded to the Ministry of Railways.

NARMADA MAIN CANAL

NARMADA MA

KALOL GANDHINAGAR

AHMEDABAD

GIFT

PROPOSED SUBURBAN RAIL Map 6: Proposed Regional Rail Corridor

Suburban rail

Section Length (kms.)

Number of Passengers (lakhs)

Passenger Km (lakhs)

Passenger km/ km (lakh) Cost

Line 1: Barejadi-Kalupur-Kalol 43.5 2.47 34.3 0.79 957

Line 2: Kalupur – Naroda 9.4 1.65 13.73 1.46 206.8

Total 52.9 4.12 48.03 2.25 1163.8



3.3.3 Metro Corridor Proposal

A proposal for metro rail has been under consideration since 2003. The DPR proposes a total of 99.65 kms of metro rail system connecting Ahmedabad with the state capital Gandhinagar in two phases. The proposal for phase-1 covering a length of 54.75 is under active consideration.

NARMADA MAIN CANAL

NARMADA MA

Map 7: Proposed Metro Corridor

Metro proposal

Section Length (kms.)

Number of Passengers (lakhs)

Passenger Km (lakhs)

Passenger km/ km (lakh)

Cost

Line 1: Changodar – Vishala –ITO-Sabarmati-Akshardham

45.1 13.27 126.85 2.81 3382.5

Line 2: Kalupur – ITO- Thaltej 9.65 6.28 52.81 5.47 723.75 Line 3: Vishala-RTO 12.5 2.25 20.56 1.65 937.5 Line 4: Sarkhej-Indroda circle 32.4 8.18 87.61 2.7 2430

Total 99.65 29.98 287.83 12.63 7473.75



3.3.4 Bus Rapid Transit System Proposal

Bus Rapid Transit system was proposed by AMC as a viable transit option for Ahmedabad In the year 2005. The first phase of the project covering 58 kms is under advanced stage of implementation. A second proposal is being submitted as part of this report. This proposal suggests addition to phase-1 corridors to connect more critical sections of the network. This would enable BRT system to pass through central area, busy commercial areas in the intermediary circle of the city and to the educational hub, where over 15000 students come to study every day. Third phase proposal connects the city with the state capital and the emerging business district of Greater Ahmedabad, GIFT city.

NARMADA MAIN CANAL

NARMADA MA

PHASE 1 (58 kms.)PHASE 2 (30.5 kms.)PHASE 3 (38 kms.)

GIFT

Gandhinagar

Map 8: Proposed BRTS Corridor

3.4 Inner-city Transit Development Plan

The Inner city, the historic core of Ahmedabad, is the cultural, economic and administrative heart of the city. With a spread over 5.8 Sq. Km and population of about 3.7 lakhs, it is characterized by intense commercial activities, dense population and rich architectural heritage. It generates greater mobility and accessibility needs. The continuing spread of retail and wholesale markets, infrastructure inadequacies, excessive ingress of personalized vehicles and traffic congestion are resulting in the deterioration in physical and living environment. There is a continuous decline in the residential population of the Inner city. To maintain its quality and character, measures to improve its accessibility and mobility along with physical improvement in streets is necessary. In view of this, a plan to enhance inner-city access has been conceived. The plan includes the following components.

Transit Corridor Development and Public Transport Public Transport Improvements and Traffic Management Proposals



Pedestrianisation of core area NMV facilities in the core area Traffic Management Development of Integrated Terminal-cum-Parking Facility Development

Map 9: The Inner city of Ahmedabad and its Landuse

Images of Inner City

3.5 Pedestrian and NMV Facilities:

Providing walkable streets and bicycle facilities is a priority action on the agenda of AMC.

Integration of BRT and other major roads: Pedestrian facilities on all the BRT corridors and other major roads (88 kms). On all roads with width over 36 mts, a separate bicycle lane has been proposed. Bicycle parking has been integrated with BRT plan.



A comprehensive bike plan is underway. Designation of Inner city and Kankaria Area as vehicle free zones as they attract a large

volume of traffic.

Map 10: Proposed Pedestrianisation plan for Bhadra Square

SERVICE LANE WITH PARKING CYCLE TRACK MIXED CARRIAGE WAY BRT LAFOOT PATH ACTIVITY AREA

Figure 1: Proposed Pedestrian pathways and Cycle tracks on all BRTS corridors

Kankaria Lake Area Development

Kankaria lake is an important destination for public recreation. Initially the lake was open to vehicles. As part of the proposal which is now under implementation stage, an alternate ring road has been constructed to divert the mixed traffic to make the lakefront a vehicle-free and pedestrian zone. Cycle tracks, pedestrian walkways, seatings, landscaping, food courts, hawkers area, etc. have been proposed to enhance the precinct. The BRTS corridor links the lake precinct with rest of the city network.



Complete outer vehicular ring

From Raipur

From Maninagar Railway station

Khokhra bridge

Pedestrian zone

Map 11: Proposed Kankaria Redevelopment Plan

3.6 Air Quality Management Plan

With a Respiratory Particulate Matter (RSPM) level of 198 microgram /m3, in the year 2001, the City of Ahmedabad was the 4th most polluted city amongst the 85 cities monitored under National Air Quality Monitoring Programme. The actions to improve air quality from the transport sector perspective are:

To enhance public transport Switch to cleaner fuel (CNG) o Auto CNG Plan o Bus CNG Plan o Phase out old auto rikshaws

Demand Management o Limit issue of licenses to Autorikshaws o Introduce Parking Policy

In 2005, about 15000 of the 50000 auto rickshaws registered before 1991 were phased out as most of them were operated on adulterated fuel (diesel and kerosene). In parallel, owners of these auto rickshaws were encouraged to buy modern CNG auto rickshaws. To augment supply, 45 CNG stations were set up in Ahmedabad though private sector. Currently over 35,000 autorikshaws run on CNG.

The newly inducted buses to augment public transport are CNG based. Out of the total fleet of 1010, 650 are privately operated CNG buses.

The results are evident in the graph and table.

Table 2: Air Quality in Ahmedabad Year RSPM levels in microgram /m3 Ranking among 85 cities covered under NAMP 2001 198 4 2002 166 N.A. 2003 136 N.A. 2004 138 12 2005 134 13 2006 96 43 2007 82 ~50 (projected)

Kankaria Lake



Modern CNG auto rickshaws

Figure 2: RSPM levels Figure 3: Interventions in para-transit

3.7 Developing Terminals

3.7.1 Goods Terminal

Due to absence of organized goods terminal in the city, heavy trucks ply on congested city roads causing fatal accidents. Based on the origin-destination of goods movement, four potential locations (one in each direction of major goods entry) were examined and proposed.

3.7.2 Regional Passenger Transport Terminals

The GSRTC regional terminal and the private bus parking places are located in close proximity to several activity nodes within the city. Due to these, movement of these congestion created is high. Though in terms of physical location they are in the centre, in terms of time distance it is not the same. Decentralized terminal are being developed at four locations. These are integrated with BRTS.

AHMEDABAD- MEHSANA - 4089MEHSANA- AHMEDABAD - 3117

Total traffic 7206

AHMEDABAD- RAJKOT - 3322MEHSANA- AHMEDABAD -3359

Total traffic 6102

AHMEDABAD- BARODA - 4618BARODA - AHMEDABAD – 4702

Total traffic 9138

AHMEDABAD- MAHEMDABAD - 871MAHEMDABAD - AHMEDABAD - 716

Total traffic 1587

AHMEDABAD- HIMMATNAGAR - 1023HIMMATNAGAR - AHMEDABAD - 1242

Total traffic 2265

AHMEDABAD- KAPADWANJ - 871KAPADWANJ - AHMEDABAD - 716

Total traffic 1556

AHMEDABAD-SANAND - 3322SANAND - AHMEDABAD -3359

Total traffic 3724

AHMEDABAD- DEHGAM - 871DEHGAM - AHMEDABAD - 716

Total traffic 1638

O U O C

THE TRUCK INFLOW AND OUTFLOW SURVEY COUNTS REFLECT THE HIGHER INTENSITY CORRIDORS, WHICH IS THEN TO BE OVERLAPPED WITH THE OTHER LAYERS OF THE PROJECT

Area of operation %age

within 16.82

neighboring 40.19

all India 42.99

Map 12: Proposed Goods Terminals and Volume of Traffic

Proposed Terminal locations



Chandkheda

Narodavillage

Odhav

Bopal

Narol

KalupurRly. Stn.

ManinagarRly. stn,.

RTO

Phase 1 corridors

Phase 2 corridors

Sola RoB

AEC

Soni nichaali

GSRTC terminals

Ranip

Naroda

GeetaMandir

Map 13: Proposed Regional Bus Terminals

3.8 Parking Policy

The larger objective of the parking policy is to improve access and at the same time promote use of public transport. The proposals under implementation/ consideration are:

1. Developing Multi-storied Parking Complexes on a BOT basis: Five locations with heavy parking demand have been identified on priority for development. i. Municipal Plot located behind Navarangpura Bus Station ii. Navarangpura Municipal Market open plot. iii. Sarangpur Bus Terminus iv. Kalupur Octroi Office v. Sarangpur Anand market AMC Plot

2. As part of the 58 km long first phase BRT roads, utility areas on either side have been developed and parking will be integrated along with BRT operations.

3. Reviews in progress: a) A detailed assessment of parking on street is being carried out on 400 kms of

identified major roads in Ahmedabad. b) A detailed assessment of parking demand and supply surveys in Multiplexes/

Malls is under way. c) The Government of Gujarat has prepared a Draft Parking Policy and is under

consideration of the State Government.

The framework for the proposed parking policy is to discourage travel by individual modes to congested areas through restrictive practices such as;

Control the amount of on-street parking to improve traffic flow and safety, and minimize interference with access and servicing.

Restrict overnight parking of heavy vehicles on the major roads



4.0 The BRTS Plan The BRTS for Ahmedabad is envisaged as a closed system operating like a trunk and feeder, with trunk lines operating on exclusive bus lanes and feeder services connecting to trunk lines, operating in mixed traffic. This kind of system is expected to provide Ahmedabad a fast, efficient and reliable mode of transport.

In Ahmedabad, the physical infrastructure (road design, buses, terminals, workshops, depots) is combined together with a sound marketing and business plan and an efficient operations plan and branding strategy to create a world class public transport system.

As part of phase 1, 58 km of trunk lines were approved in 2006. In phase 2, a further 30 km of trunk corridors have been identified.

4.1 BRT System and Corridors

The primary objective of identifying and developing phase 2 corridors is to complement the 58 km of phase 1 being built now and to make more areas of Ahmedabad accessible through BRT. Phase 2 corridors attempt to link more destinations and also access the central areas of the city. The outlying suburbs which are developing rapidly are also linked with the BRT network.

The guiding principles for identifying phase 2 corridors are:

They should feed demand into phase 1 corridors and vice versa They should link more destinations (residential hubs, commercial hubs, educational

institutes and transport hubs) They should access EWS areas and provide more options for the lower income group They should have potential for new development and redevelopment (transit oriented

development) They should be feasible to implement They should provide system wide impact and They should access critical destinations, yet not pass through congested streets.

System wide impacts include relief from congestion, improved safety, maximization of the rider ship serving the needs of the poor, provision of opportunities for transit-oriented development and integration with other modes. The expected impacts have to be citywide and not limited to small areas.

Keeping the above principles in mind, a further 30 km of trunk corridors has been identified, which will make the BRT network complete and generate higher demand on the entire corridor. Thus, at the end of phase 2, a total of 88 km of BRT trunk corridors would be implemented. After implementation of phase 1 and 2, it is important to note that:

All major railway stations will be linked by BRT All major GSRTC terminals will be linked by BRT The major educational hub in Navrangpura will be on the BRT network Industrial suburbs of Odhav, Naroda, Narol and Vatva will be on the BRT network Upcoming residential suburbs of Chandkheda, Satellite, Bopal will be linked by BRT



PLOT MATRIX: MF01: WOD35DMATRIX BY O/D PAIRS

WINDOW: 1541/2058.994277.4/4111.33

10000

8000

6000

4000

2000

SCALE: 1000

PLOT MATRIX:mf01: wod35d

LINKS: all

CONSTRAINT: mf01: wod35dLOWER: 0UPPER: 1000EXCLUDE

ALL TRIPS >1000

Map 14: Travel demand pattern

Most of these routes were identified as phase 2 even during preparation of phase 1 DPR. An important departure from phase 1 planning has been the introduction of the route from Gujarat University to Geeta Mandir via CG road, Law garden, Ellis bridge and Astodia. This route has been considered now because of implementation of the Development Plan RoW by AMC on the Ellis bridge to Astodia link in 2007.

The selected corridors have been depicted in the map below.

Chandkheda

Narodavillage

Odhav

Bopal

Narol

KalupurRly. Stn.

ManinagarRly. stn,.

RTOSola RoB

Shivranjani Nehrunagar

AECNaroda

Soni nichaali

Phase 1 corridors (58 kms.)

Phase 2 corridors (30.5 kms.)

Map 15: Phase 1 and Phase 2 BRT Corridor



4.2 Roadway Design

The selected corridors have varying RoWs, which range from 24m to 60m. The proposed cross sections as per the available ROW are presented below.

SERVICE LANE WITH PARKING CYCLE TRACK MIXED CARRIAGE WAY BRT LANEFOOT PATH ACTIVITY AREA SERVICE LANE WITH PARKINGCYCLE TRACKMIXED CARRIAGE WAY FOOT PATHACTIVITY AREA

Figure 4: Typical Cross section for 60 m cross section

BRT LANE PARKING CYCLE TRACKMIXED CARRIAGE WAY PEDESTRIAN PATH

MIXED CARRIAGE WAYPARKINGCYCLE TRACKPEDESTRIAN PATH

Figure 5: Typical 40 m RoW cross section

PARKING CYCLE TRACK MIXED CARRIAGE WAY BRT LANEFOOT PATH PARKINGCYCLE TRACKMIXED CARRIAGE WAY FOOT PATH


PARKING MIXED CARRIAGE WAY BRT LANE PEDESTRIAN PATH

PARKINGMIXED CARRIAGE WAYPEDESTRIAN PATH




M IX E D C A R R IA G E W A Y B R T L A N EF O O T P A T H M IX E D C A R R IA G E W A Y F O O T P A T H


In all the cross-sections, due importance has been given to pedestrians and cyclists with wide footpaths and segregated bike tracks wherever possible.

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.

4.3 Elevated bus way

The roads accessing the main railway station in Kalupur do not have a wide RoW. The RoW from Dariapur to Kalupur and onwards to Sarangpur varies from 24m to 36m. This road is the primary access to the railway station and also has the wholesale fruit and vegetable markets. The inner city is also accessed through this road. Thus, this road sees very high traffic and tends to get congested throughout the day. Introduction of an additional facility demanding dedicated road space (of whatever measure) instantly exposes the inherent inadequacies of the existing road network.

At present, about 100 AMTS buses run in each direction per hour during the peak period in front of the railway station.

An elevated corridor functions naturally as an access controlled corridor and is thus, highly suitable for any facility requiring dedicated carriageway. In the present instance an elevated corridor for the BRT is a necessity as that would best take care of the travel established travel desire lines without significantly cutting down on capacity of the existing road network.

A n elevated corridor of 4.5 km is planned to enable connection to the railway station. Bus stops will be on the elevated corridor and will be connected directly to the railway pedestrian bridges. This will ensure that passengers connecting directly to Indian Railways do not have to climb down from the elevated structure. An elevator/ escalator will be provided for passengers who wish to access the areas at road level. Along with the elevated corridor, at grade improvements in the form of pedestrian paths, designated parking areas for auto rickshaws and buses, space for informal sector and redesigned junctions will be done.

With the elevated corridor and 8 bus bays with overtaking lanes provided, a headway of less than one minute between buses can be easily achieved



Figure 9: View of proposed elevated corridor at Kalupur

4.4 Bus Stations

There are 75 bus stations planned in phase 2. This is in addition to the 98 bus station planned in phase 1. The stations are located on the median. 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.

Provision of Overtaking lanes at Bus stops

Overtaking lanes are provided at certain bus stops to allow for higher capacity of bus operations. Overtaking lanes allow planning of express routes, which have stops at important destinations and not on all the bus stops. The provision of overtaking lanes reduces the chances of choking of bus lanes at peak hour demands and allows uninterrupted and faster bus operations.

In phase 1, overtaking lanes were not provided. This was because demand on the selected corridors was not high enough to justify its provision. However, in phase 2, where the radials accessing the city are proposed to be developed, the demand over the next five years makes it essential to provide overtaking lanes on certain stretches, wherever the RoW permits it. The figure below shows the configuration for typical overtaking lanes.

BRT Lane

Bus Stop

BRT Lane

BRT Lane

Carriageway

Carriageway

Cycle Track

Pedestrian Pathway

Cycle TrackPedestrian Pathway

Figure 10: Provision of overtaking lanes in a typical 40 m cross section

The map below shows the corridors on which overtaking lanes will be provided.



Chandkheda

Narodavillage

Odhav

Bopal

Narol

KalupurRly. Stn.

ManinagarRly. stn,.

RTO

Corridors with Overtaking lanes

Corridors without Overtaking lanes

SolaRoB

Soni nichaali

AEC

Shivranjani

University

Nehrunagar

Delhi darwaja

Figure 11: Provision of overtaking lanes on inner radial corridors

Five terminals have been identified in phase 2 in addition to three terminals in phase 1. These terminals will also act as interchange locations. The map below shows the proposed terminal locations.

The stations are located on the median. 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.

Interchange Locations

Proposed Interchange Locations

1. Sola-Bhagwat

2. Wadaj

3. Memco

4. Jhansi ki rani

5. Anjali junction

6. Thakkarbapanagar

7. Odhav

8. Maninagar

9. Soni ni chaali

Proposed Terminals

1. Narol

2. Kalupur railway station - Saraspur

3. Chandkheda (Terminal + Interchange)

4. Ranip (Terminal + Interchange)

5. Naroda village (Terminal + Interchange)

6. Gujarat University (Terminal + Interchange)

7. Kankaria (Terminal + Interchange)

8. Bopal (Terminal + Interchange)

Ranip

Wadaj

Thakkarbapanagar

Odhav

Memco

KankariaManinagarAnjali

junction

Isconcircle Jhansi ki

rani

Gujarat University

Narodavillage

Bopal

Narol

Chandkheda

Naroda ST workshop

SolaBhagwat

Soni nichaali

Proposed Terminals

Kalupurrly. Stn. -Saraspur

Map 16: Proposed terminal and interchange locations



4.5 Interchange facilities

BRTS will have the following types of interchanges (as part of phase 1 and 2):

BRTS – Rail – AMTS BRTS – AMTS BRTS – BRTS feeder BRTS – GSRTC

All interchange facilities will be designed to be pedestrian friendly and will have ramps, escalators (near the railway station), and signalized at grade crossing wherever required. In addition to these, there will be several other locations, where interchange will happen between AMTS and BRTS buses. The map above shows proposed interchange locations.

4.6 Planning of Bridges and Flyovers

As part of phase 2, one rail over bridge and one rail under bridge has been proposed. Both will be exclusive for BRT only.

4.7 Vehicles

The proposed system will have low floor CNG buses, which are convenient for people to board and alight. They will be accessible to the physically challenged. These buses will be standard buses of 12 m length and with capacity of carrying 90 people. However since demand on inner corridors is expected to be high, higher capacity buses are considered in phase 2.

4.8 Services

After completion of BRTS, phase 1 and 2, the city will have a range of public transit services. The highest form of bus service would be the BRT running on dedicated routes. These will be supported by a feeder service as well as the existing AMTS services. On trunk routes, 25% of the fleet will be AC,. To begin with, the expected fleet size including phase 1 and 2 is 250 for trunk lines, 150 for feeder services and 800 buses for AMTS.

4.9 Route Structure and Fare Collection

An exclusive system of operation is suggested, where BRT buses will ply on segregated routes from head station to head station and be supported by feeder services at terminals and important nodes en-route. Ten exclusive BRT trunk routes have been assigned. The expected frequency between buses on BRT corridor will vary from 75 buses per hour in the central city to 15-30 buses per hour on the rings. These will be supported by 46 feeder services and 60 AMTS services. Fare Rate and Collection: Distance based fare is recommended for phase 1 and 2. Off board ticketing will be considered with smart cards. An upward revision in the existing fare to the tune of 25% is proposed. Fare would be in the form of actual and technical fare and in the long run revisions would be done such that both would be balancing out.

4.10 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 Surveillance & Security Systems



4.11 Institutional Framework / Systems Operations

The Ahmedabad Municipal Corporation is the lead implementing agency of the project.

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: Bus procurement will be through private participation. Workshop space will be provided by AMC, where the private operator is expected to procure all machinery required to maintain buses.

Special Purpose Vehicle (SPV): ‘Ahmedabad Janmarg Limited’

Board of SPV

Municipal Commissioner, AMC. Hon. Mayor Chairman Standing Committee Leader of Opposition Party Dy. Commissioner BRTS Chairman, AMTS Additional Commissioner of Police (traffic) Chairman/CEO, AUDA Director, Urban Transport, MOUD, Government of India One Member of Legislative Assembly representing AMC area Principal Secretary or his representative, Urban Development Department Principal Secretary or his representative, Department of Finance Two urban Transport specialists Two directors from private sector (With contribution to capital)

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 kilometre 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 academic institutions.

Establishment of UMTA: In line with the directive of the Government of India, the city is examining various models to set up UMTA as an apex transport agency.

4.12 Project Scope

A total of Rs. 493 crore has been sanctioned for Ahmedabad BRT phase 1 for a total of 58.3 km. As part of phase-1, all 58.3 km have been tendered out and work on 53 km is underway. Work on the balance 5.3 km could not be taken up because of major drainage issues. This stretch is from ST workshop to Kalupur via Memco. In lieu of these 5.3 km, it is proposed to take up construction on the 3.1 km stretch from Soni ni chali to Odhav and 2.1 km from Shivranjini to Isk on circle immediately (both proposed in phase 2) to finish the 58.3 km at the earliest. The stretch from ST workshop to Kalupur will be taken up as part of phase 2.



It is expected that about 18 km will be finished by September 2008 and operations are expected to begin on these stretches by September 2008.

As part of phase-2, 30 km have been identified. Detailed cost break up is given in the table below. 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. Base cost works out to Rs. 488 crore.

Table 3: Project Scope and Base Costs Sl. No Particulars Length

(km)/No ROW (m)/ No of

Lane Cost In Rs

A Corridors Development 26.0 2,105,030,191 1 RTO -Chandkheda 6.60 60 606,862,029 2 AEC Junction to SG Highway 3.10 30 204,600,000 3 Shivranjani-Bopal 6.50 60/40 625,593,438 4 Nehrunagar-University-Geetamandir 6.20 36/30/24 433,894,770 5 Soni ni chali - Odhav 3.60 30 234,079,954 B Flyover/ROB & RuB 340,000,000 1 Chimanbhai RoB 1 (in nos.) 2 Lane 210,000,000 2 RuB at Gandhigram 1 (in nos.) 2 Lane 130,000,000 C Access to Inner city 1,346,250,000 1 Dariyapur darwaja to Kalupur Raliway Station 1.45 2 Lane 309,062,5002 Kalupur Station to Sarangpur 1.25 2/4 Lane 429,062,5003 Sarangpur to Gomtipur 0.75 2 Lane 179,062,5004 Kalupur-Saraspur 1.05 2 Lane 429,062,500D Bus stops 75 (in nos.) - 300,000,000 E Terminals & Depots 5 (in nos.) - 175,000,000 F ITS Application & External ticketing lumsum - 450,000,000

Total 4,716,280,191 Contingency @ 3% 141,488,406 Admn. Exp @ 0.5% 23,581,401

Grand Total 4,881,349,997Note: (1) Roadway costs include roadway construction, footpath, vehicular and bicycle parking, bus stations, passenger amenities such

as kiosks, toilets, lighting et c.. (2) Buses are through private companies. Hence Depot infrastructure will be built using private participation.

4.13 Project Financing of Phase-1 BRTS

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. The break up of expenditure for the next three years for different agencies is given in the table below.

Table 4: Project Funding Pattern Agency %age Year-1 Year-2 Year-3 Amount

AMC 50 976,269,999 732,202,500 732,202,500 2,440,674,998 GoG 15 292,881,000 219,660,750 219,660,750 732,202,500 GoI-JNNURM 35 683,389,000 512,541,750 512,541,750 1,708,472,499 Total 100 1,952,539,998 1,464,404,999 1,464,404,999 4,881,349,997 %age 40 30 30 100



4.14 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 BRT 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.

4.15 Economic Evaluation

Bus Rapid Transit Plan for Ahmedabad is a multifaceted project which integrates land use 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 rate of return is summarised below:

Table 5: Economic Analysis Summary Economic Internal Rate of Return without value of time(EIRR) 31.5 % Economic Internal Rate of Return (EIRR) with value of time 45.3 %

4.16 Profitability of Bus Operations

As the private operators will be operating the buses on kilometer scheme, the feasibility of the bus operations was studied in isolation. The bus cost was assumed to be 40 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 with 20% raise in bus fare, the operations through private sector are feasible.

5.0 Urban Transport Fund A fund is proposed to be created as Urban Transport Fund mainly to sustain transit operations and for development of transit infrastructure. The sources of fund include:

- Net revenues from Pay and Park Facilities - Advertisement Charges along the BRT roadway - Advertisement charges on the buses and bus related facilities - Charges on outsourced activities such as Ticketing System, Seasonal Ticket Issue - Land Value Capture - Grants, if any.

Other sources in terms of cess/charge as a travel demand management measure are under consideration.

6.0 Way forward BRTS is a new concept for India. Planning and design of BRT in India has to be evolved with experience. Phase 1 is now being implemented on site. Based on the experience gained



through this as well as study visits to Latin American cities by key AMC officials and design team from CEPT, Lea Associates and ITDP, the project has gained greater clarity in terms of design and operations. AMC has provided the necessary guidance and support for realising the vision for Ahmedabad. The government has realised that this system will sustain Ahmedabad’s needs for the next twenty years and is committed to building a world class BRT system. The first 18 km will be operationalised by September 2008 with the rest of the stretches being completed in a phased manner. It is expected that by the June 2010, Ahmedabad will have a 88 km of BRT network operational.

executive summary phase-2

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