JnNURM Bus Financing - Delhi Experience


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This presentation describes the scheme of Bus Financing launched by Ministry of Urban Development and share the experience of Delhi.

A deep insight into the requirement of JnNURM funding requirement.

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JnNURM Bus Financing - Delhi Experience

  1. 1. Financing for City Bus Service under JnNURM February 05, 2009 Presented by Delhi Integrated Multi Modal Transit System (DIMTS) Ltd. Ist Floor, Maharana Pratap ISBT Building Kashmere Gate, Delhi – 110006
  2. 2. Presentation Outlines <ul><li>Section I – </li></ul><ul><li>Section II – </li></ul><ul><li>Section III – </li></ul><ul><li>Section IV – </li></ul>Guidelines to Prepare the DPR for Financing of Procurement of City Buses Financing for City Bus Service under JnNURM – Delhi’s Experience About Delhi Integrated Multi Modal Transit System Limited Asset Management Services – Delhi Bus Rapid Transit (BRT) System
  3. 3. Guidelines to Prepare the DPR for Financing of Procurement of City Buses Section I
  4. 4. Key Points – Additional Central Assistance (ACA) <ul><li>The scheme is executively for urban transport i.e. city bus service and/or BRT for the city/urban area for which buses are procured. </li></ul><ul><li>States/UTs/ULBs/para-statals shall setup a city specific wholly owned SPV/umbrella body for controlling and managing the city bus service. </li></ul><ul><li>The cost of preparation of DPRs shall also be reimbursed as per the MoUD guidelines. </li></ul><ul><li>Financing Pattern for procurement – As per Para 18.1 of the JnNURM Guidelines. </li></ul><ul><li>The Additional Central Assistance (ACA) – As per Para 19.1 of the JnNURM Guidelines. </li></ul><ul><li>Release of Funds – As per Para 19.2 of JnNURM Guidelines. </li></ul><ul><li>Proposals for Public-Private Partnership (PPP) would be given Priority. </li></ul>
  5. 5. Key Points – Additional Central Assistance (ACA) <ul><li>The ownership of buses will remain with the Para-statals/ULBs. </li></ul><ul><li>Bus Specifications </li></ul><ul><ul><li>All 4 Million or more Population Cities – “Urban Bus Specifications” issued by MoUD. </li></ul></ul><ul><ul><li>In case of less than one million Population Cities – Standard Ordinary Bus. </li></ul></ul><ul><li>Atleast 20% of the buses procured for all million plus cities should be low floor buses. </li></ul><ul><li>All buses shall carry distinct JnNURM Logo on both sides. </li></ul><ul><li>The project cost shall be arrived at after deducting the state and ULB taxes. </li></ul><ul><li>Sanctioning of projects will be done under the overall statewise allocation/additional city wise allocation as indicated by Planning Commission. </li></ul>
  6. 6. Key Points – Reform in Urban Transport <ul><li>State Level </li></ul><ul><li>Setting up of a City-level Unified Metropolitan Transport Company (UMTA) for all one million plus cities. </li></ul><ul><li>Setting up of a Dedicated Urban Transport Fund. </li></ul><ul><li>Nominating a single department at the state level to deal with all urban transport issues. </li></ul><ul><li>Setting up of a regulatory / institutional mechanism to periodically revise fare. </li></ul><ul><li>Reimbursement of all taxes by the State Government and ULB. </li></ul><ul><li>City Level </li></ul><ul><li>An Advertisement Policy </li></ul><ul><li>Parking Policy </li></ul><ul><li>Automated Vehicle Tracking & Monitoring with Passenger Information System (AVTMPS) </li></ul><ul><li>Setting up of a Traffic Information Management Control Centre or Operational Control Centre. </li></ul>
  7. 7. Guidelines for Detail Project Report <ul><li>Part I – Existing Situation </li></ul><ul><li>Current Transport Situation </li></ul><ul><li>Current Public Transports Situation </li></ul><ul><li>Part II – Improvement Plan </li></ul><ul><li>Details of Bus Routes, with frequencies etc </li></ul><ul><li>Bus Fleet Size </li></ul><ul><li>Vehicle Specification </li></ul><ul><li>Business Model </li></ul><ul><li>Cost Benefit Analysis </li></ul><ul><li>Supporting Infrastructure – Bus Depots, BRTS, ITS etc. </li></ul><ul><li>Institutional Arrangement </li></ul><ul><li>Performance Monitoring Mechanism </li></ul><ul><li>Part III </li></ul><ul><li>Unified Metropolitan Transport Authority (UMTA) </li></ul><ul><li>Urban Transport Development Fund (UTDF) </li></ul><ul><li>Advertisement Policy Statement </li></ul><ul><li>Parking Policy Statement </li></ul><ul><li>Transit Oriented Development (TOD) policy </li></ul><ul><li>Traffic Information and Management Control Centre </li></ul><ul><li>Important Dates </li></ul><ul><li>Document Released – 12 th January, 2009 </li></ul><ul><li>Document Submission – 30 th June, 2009 </li></ul>
  8. 8. Financing for City Bus Service under JnNURM – Delhi’s Experience Section II
  9. 9. Detail Project Report – Key Components There are mainly three components of DPR, comparing Current situation, Improvement Plan and Urban reforms.
  10. 10. Detail Project Report – Key Components Part I - Current Transport and Public Transport Situation in the City There are mainly three components of DPR, comparing Current situation, Improvement Plan and Urban reforms.
  11. 11. Detail Project Report – Key Components Part I - Current Transport and Public Transport Situation in the City Part II – Public Transport Introduction / Improvement Plan for Existing Service There are mainly three components of DPR, comparing Current situation, Improvement Plan and Urban reforms.
  12. 12. Detail Project Report – Key Components Part I - Current Transport and Public Transport Situation in the City Part II – Public Transport Introduction / Improvement Plan for Existing Service Part II – Proposed Reform (Long Term) – City Level There are mainly three components of DPR, comparing Current situation, Improvement Plan and Urban reforms.
  13. 13. Current Transport Situation – Vehicle Growth <ul><li>The second largest city in the country and is the fourth most polluted city in the world, with a population of about 16 million, growing at a rate of 4% per annum. </li></ul>Vehicles Registration in Delhi – 1990-2008 (Figures in millions) CAGR 8.12% <ul><li>According to RITES Report (2004), the Delhi population would increase from 14.7 million (2003) to 23.0 million in the horizon year 2021. Out of these 9.6 million will be employed. </li></ul><ul><ul><li>These will need about 28.7 million total vehicular daily trips. </li></ul></ul>Source: Transport Department, GNCTD
  14. 14. Modal Split in Delhi Modal Split - % of Person Trips in Delhi* (Figures in Percent) In last 8 years, Bus ridership has decreased by 17%, whereas number of person trips / day have increased by 22% during the same period. Source: RITES Transport Demand Forecast Study - without walk Trips (2007-08) <ul><li>According to RITES Report (2008), around 46% of total personal trips in Delhi are completed by using public transport system (Bus and Metro) in 2007-08, whereas around 60% of total personal trips was completed by using public transport System (Only Bus) in 2000-01. </li></ul><ul><ul><li>Bus ridership has decreased from 7.0 million passenger trips in 2000-01 to 6.0 million passenger trips in 2007-08. </li></ul></ul>2000-01 2007-08
  15. 15. Air Pollution in Delhi <ul><li>“ Cars are the largest contributor to the CO 2 emissions load from vehicles – (42%). Personal vehicles - cars and two wheelers together, contribute 60% of CO 2 emissions from vehicles in Delhi. But buses that carry several times more people than cars contribute 20%.” </li></ul><ul><li>(Source: CSE Report 2008). </li></ul>Between 2002 and 2007 the CO2 emissions from cars have increased by 73% and from two wheelers by 61%. Trends in CO 2 load from Vehicles in Delhi, 2002-07 (Figures in Thousand tons) CO 2 Emission per Passenger – Vehicle Types (Figures in gm/km/passenger)
  16. 16. Current Bus-based Public Transports Situation <ul><li>The public transport system of Delhi is purely road based. The share of rail based public transport is just 4%. </li></ul><ul><li>Buses have an integral and pre-eminent position in Delhi’s transportation system. The bus system in Delhi is a mix of public and private buses. </li></ul>Number of Permits for Different Types of In-City Transport S. No. Type Numbers of Permits 1. Contract Carriage 10,277 2. Inter State Contact Carriage Permit 5,435 3. Stage Carriage (DTC & Private) 5,632 4. School Bus 106 5. National Permit 25,760 6. Local Permit 29,049 Total 76,259
  17. 17. Supply of Buses in Public Transport Systems Source: (i) Transport Department, GNCTD; (ii) ‘Route Rationalization and Time Table Formulation Study for Bus System in Delhi’ by RITES (March 1998) Availability of Stage Carriage Buses / Lakhs Population The bus supply has always been inadequate as compared to its demand in Delhi. <ul><li>In 2000-01, there were 57 buses were available for per lakhs of population. Stage Carriage Fleet size however is just 34 buses per lakhs of population in 2007-08. </li></ul><ul><li>Need to increase the supply of buses and introduce new fleet with large capacity. </li></ul>Year Population (in Lakhs) Number of Buses Buses / Lakhs Population 1980-81 62.20 3,246 57 1990-91 93.70 4,392 47 1992-93 97.00 7,600 78 1995-96 102.00 2,770 27 2000-01 137.82 7,760 57 2007-08 168.00 5,632 34
  18. 18. Fare Structure <ul><li>Bus Fares in Delhi is calculated on the basis of distance in kilometers, i.e. fare stage system. DTC has marked various Fare Stage Points and the commuters pay according to the distance travelled between two fare stage points. </li></ul><ul><li>Currently, there are 4 slabs and the maximum fare is Rs. 10 for a distance of 12 Kms or above. </li></ul>Growth of Bus Fare in Delhi After the introduction of CNG in 2002, only marginal revision in the fares. Source: Transport Department, GNCTD
  19. 19. Problem with the Existing System <ul><li>The private stage carriage system has indeed provided significant addition to transport capacity, there are a number of problems with the current system. </li></ul><ul><li>The existing bus system suffers from numerous operational problems, like: </li></ul><ul><li>Mal distribution of buses along different routes </li></ul><ul><li>Lack of Integrated Planning with Land use pattern </li></ul><ul><li>Inadequate Bus Supply </li></ul><ul><li>Waiting Anxiety and Unsafe Passenger Behaviour </li></ul><ul><li>Absence of Published Information </li></ul><ul><li>Disorganized and Individually Oriented Private Bus Operation </li></ul><ul><li>Inadequate Enforcement and Regulatory Machinery </li></ul><ul><li>Competition in the Market </li></ul>Share of Bus in Total Traffic Fatalities Source: Delhi Traffic Police & NCRB; DTC Operational Statistics; * Data available till July 31 st , 2008. Year Traffic Fatalities All City Buses DTC Bus Non-DTC Bus Share of All Buses Share of Non-DTC in City bus Fatalities 2001 1,842 86 26 60 5% 60% 2002 1,696 59 29 30 3% 51% 2003 1,801 110 40 70 6% 64% 2004 1,977 167 57 110 8% 66% 2005 2,049 221 64 157 11% 71% 2006 2,167 162 36 126 7% 78% 2007 2,122 170 37 133 8% 78% 2008* 1,128 87 26 61 8% 70%
  20. 20. Increase Fleet Size by 2010-11 6,955 11,000 Source: STA as of 25 th October, 2007 and DTC Operational Statistics Bus Fleet Size in Delhi, 2007-2010 (Figures in Number) <ul><li>Delhi Government has planned to ramp-up the bus fleet size – by introducing new buses in DTC fleet and revamping the Private Stage Carriage Operation. </li></ul><ul><ul><li>After the introduction of New Low-Floor DTC buses, comfort level for passenger has been improved. </li></ul></ul><ul><ul><li>DTC Low Floor AC Buses are also a big hit among the bus Commuters. </li></ul></ul>DTC Private Stage Carriage
  21. 21. Scheme of Private Stage Carriage Corportisation <ul><li>Delhi has bus route network of approximate 16,000 km length covered through 657 designated Bus Routes. Currently, the operation of bus routes is based on ‘Direction-wise Destination-Oriented Approach’. </li></ul><ul><li>All 657 scheduled routes have been considered for operation and these routes have been grouped under 17 distinct clusters. </li></ul>Cluster 1 Delhi Geographic Map Cluster 1 – Map Details
  22. 22. Key Milestones July 2007 October 2007 November 2007 February 2008 June 2008 December 2008 January 2009 March-May 2009 1 2 3 6 4 5 7 8 9 April-June 2009 <ul><li>STA, Delhi decided to phase out individual permit system. </li></ul><ul><li>Hon’ble High Court of Delhi ordered to submit the scheme. </li></ul><ul><li>Transport Department, GNCTD submitted the scheme document. </li></ul><ul><li>Transport Department, GNCTD floated the RFQ Document for First Cluster. </li></ul><ul><li>Eleven bidders submitted their documents under the scheme. </li></ul><ul><li>Transport Department, GNCTD issued the RFP document. </li></ul><ul><li>Four bidders submitted their commercial bids. </li></ul><ul><li>RFQP Documents for Six Clusters. </li></ul><ul><li>RFQP Document for Seven Clusters </li></ul>Transport Department will issue Letter of Acceptance (LOA) Successful Bidder and the buses will be on the road in the month of July – August 2009.
  23. 23. Key Objectives of the Scheme The key component of the scheme is to establish a comprehensive, frequent, simple and reliable network of bus service across the city. <ul><ul><li>Serving residential and employment centres, shops, hospitals, schools and transport interchanges. </li></ul></ul><ul><ul><li>Passengers can arrive at stops and be confident of an acceptable wait time. </li></ul></ul><ul><li>In CBD (Central Business District) and commercial areas frequency shall be sufficiently high. </li></ul><ul><li>Sufficient capacity on all routes so that passengers can normally board the first bus, or (on high frequency services at busy times) board within, at the most, ten minutes. </li></ul><ul><ul><li>Specifications and schedules, which provide dynamic information on all occasions. </li></ul></ul><ul><li>On busy routes five or ten minutes frequency, ensuring that buses are available at regular intervals. </li></ul><ul><li>On new routes fifteen minutes frequency, ensuring high standard of services and punctuality. </li></ul><ul><ul><li>The structure of individual routes should be as simple as possible with common standards across the network. </li></ul></ul>
  24. 24. Fleet Size Calculation <ul><li>The fleet size is calculated on the basis of the Ministry of Urban Development (MoUD), Government of India (GOI) guidelines </li></ul>Bus Fleet Size (Particular Routes) = Cluster wise Details – Number of Buses (Speed X Frequency) (2 X 120 X Route Lengths)
  25. 25. Bus Specifications <ul><li>Bid Process Management Advisory for DTC including specifying Technical Specifications and Contract execution. </li></ul><ul><li>DIMTS has signed an MoU with ARAI to offer its services in the bus procurement advisory. </li></ul><ul><li>Introduced FEA for the first time in India. </li></ul><ul><li>Have explored International markets to compare the technical specifications & Financial implications. </li></ul><ul><li>Access to international databases such as UITP etc. </li></ul>DIMTS has in-house expertise in the area of Bus Procurement Advisory and technical specifications for Private Stage buses is done by the experts.
  26. 26. Bus Specifications GNCTD plans to introduce the fleet of Low Floor CNG Buses under the Scheme of Private Stage Carriage Corportisation. S. No. Parameters Details Whether proposed bus meeting Urban – Bus Specification 1 Doors Minimum Width of Service Doors Yes 2 Windows Minimum Width of Windows (clear vision zone) Yes Minimum Height of Windows Yes Type of Window Yes 3 Guard Rails Yes 4 Emergency Exits No. of Emergency Exits & Dimension (min.) Yes 5 Steps Maximum Height of first step from ground Yes Maximum Height of Other Steps Yes 6 # Maximum Floor Height The floor height shall be measured at any one of the service doors of the vehicle in unladen condition Yes 7 Gangway Minimum Height Yes Minimum Width Yes 8 Seats Seat Layout Yes Seating Area/Space Per Passenger (Total Width X Depth) Yes Seat spacing ( AIS 023 ) Yes 9 Destination Board Minimum No. of Destination Board in line with AIS 052 Yes Illumination of destination board Yes Internal Destination Board Yes 10 Pad Material Yes 11 Upholstery Yes
  27. 27. Bus Specifications S. No. Parameters Details Whether proposed bus meeting Urban – Bus Specification 12 Other Features Headrest Yes Stanchion Yes Seat Arm Yes Magazine Pouch Yes Individual Seat Row Fans Yes Air Conditioning Yes Reading Lights Yes Cabin Luggage Carrier Yes Audio visual system in line with AIS 052 Yes 13 Standing Capacity Yes 14 Sitting / Standing Ratio Yes 15 Power Steering Yes 16 Transmission i.e. Automatic / Manual Yes 17 Seat Belts Requirement Yes 18 Anti Lock Breaking System (ABS) Yes 19 Suspension type for Front / Rear Yes 20 Acceleration Yes 21 Engine Location Yes 22 Side Facing Seats Yes 23 Door Closing Requirements for Bus Movement Yes 24 Fire Extinguisher Yes 25 Gear Shifting Position Column / Floor Yes
  28. 28. Bus Specifications S. No. Parameters Details Whether proposed bus meeting Urban – Bus Specification 26 Kneeling Requirements Yes 27 Approach Angle (Min) Yes 28 Departure Angle(Min) Yes 29 Passenger Compartment Internal Height (Rear Axle Floor Area) Yes 30 Type of Floor Sloping / Plain Yes 31 Steps on Floor Yes / No Yes 32 Maximum Floor Slope Yes 33 Low Floor Area (% of total floor area) Yes 34 Floor Surface Yes 35 Requirement for passenger with limited Mobility Wheel Chair Anchoring Yes Priority Seats Yes Stop Request Yes Manual Ramp Yes 36 Life cycle Requirements Drive Train Body Structure Yes 37 ITS Related Requirements Ticketing Yes Smart Card Yes Passenger Information Systems Yes Vehicle Tracking Systems Yes 38 Lighting Yes 39 Crashworthiness Requirements Yes 40 Warning Triangle Yes 41 Driver’s working space Yes 42 Rear View Mirrors Yes 43 Safety Glass Yes
  29. 29. Benchmark – Quality & Prices <ul><li>DTC – Non-AC Buses and AC Buses have set the benchmark in terms of prices and broad specifications in the city. </li></ul>Low Floor Non-AC CNG Low Floor AC CNG Cost Rs. 5.0 million Rs. 6.0 million Engine 230 HP 250 HP Seating Capacity 34+1 34+1 Total Capacity 55 55 Fuel Efficiency (Kms per Kg) 2.6 2.3
  30. 30. Institutional Framework for the Scheme <ul><li>Transport Department is the project owner and has appointed DIMTS as Integrated Mechanism (IM) to manage and monitor the operation. </li></ul><ul><ul><li>Operation & Monitoring </li></ul></ul><ul><ul><li>Fare Collection </li></ul></ul><ul><ul><li>AVTMPS </li></ul></ul><ul><ul><ul><li>Service Level Parameters </li></ul></ul></ul><ul><ul><ul><li>Unified Time Table (UTT) – Preparation, enforcement and monitoring. </li></ul></ul></ul><ul><ul><ul><li>Redressing public complaints. </li></ul></ul></ul><ul><ul><ul><li>Manage special services. </li></ul></ul></ul><ul><ul><ul><li>Incident Management. </li></ul></ul></ul><ul><ul><ul><li>Defining revenue collection processes </li></ul></ul></ul><ul><ul><ul><li>Managing the infrastructure of Electronic Ticketing & AFC System </li></ul></ul></ul><ul><ul><ul><li>Managing the Designated account. </li></ul></ul></ul><ul><ul><li>Marketing & Brand Management </li></ul></ul><ul><ul><ul><li>Develop Automatic Vehicle Tracking & Monitoring with Passenger Information. </li></ul></ul></ul><ul><ul><ul><li>Setup Operational Control Centre (OCC) </li></ul></ul></ul><ul><ul><ul><li>Monitor Service Level Parameters. </li></ul></ul></ul><ul><ul><ul><li>Mechanism to check revenue Leakage. </li></ul></ul></ul><ul><ul><ul><li>Developing Dynamic website with key applications like Journey Planner etc. </li></ul></ul></ul><ul><ul><ul><li>Manage Advertisement Revenue. </li></ul></ul></ul><ul><ul><ul><li>Undertake measures to market services. </li></ul></ul></ul><ul><ul><ul><li>Regulate the display the logo of DIMTS – “Delhi Transit”. </li></ul></ul></ul>Integrated Mechanism
  31. 31. Business Model <ul><li>Clustering of routes was done to mitigate on-road competition by introducing ‘Competition for the Market’ rather than ‘Competition in the Market’ </li></ul><ul><li>The existing bus system induces on-road competition, which is a systemic contributor to unsafe driving practices that needs to be controlled. </li></ul><ul><li>Gross cost contracts – where the authority takes all the revenue and provides a fixed sum for the specified operations </li></ul>Business Model - Net Cost Vs. Gross Cost
  32. 32. Social Cost-Benefit Assessment <ul><li>A cost-benefit analysis was carried out to determine the most likely economic rate of return (ERR) of the proposed bus restructuring in New Delhi. </li></ul>Economic Rates of Return for various scenarios <ul><li>The Social Cost-Benefit analysis is premised on the assumption that decline in usage of public transit (which has been declining at 4.8% per year from 2000 to 2007) will be stopped and reversed. </li></ul><ul><li>The economic rate of return of 16% (which is above the criteria of 12% prescribed by the Planning Commission for infrastructure projects) assuming just a 1% modal shift from 2014 and a gradual arrest in decline of bus patronage and a 3 minute time savings, implies that the restructuring project will yield substantial benefits to the entire economy of Delhi. </li></ul>Scenario Economic Rate of Return (assuming gradual arrest in decline of bus patronage as most likely) Mode shift from private vehicles 0.5% 1% 1.5% 2.0% Most case Scenario 11% (2020) 16% (2016) 18% (2013) 21% (2013) Worst case scenario Negative Negative 7% (2026) 9% (2021) Best Case scenario Benefits far outweigh costs for this scenario
  33. 33. Proposed Organizational Structure <ul><li>An Organization Structure has been prepared along with staffing plan to manage the operations. </li></ul><ul><li>AFCS & GPS </li></ul><ul><ul><li>Implementation and Coordination with vendors </li></ul></ul><ul><li>IT and ITeS </li></ul><ul><ul><li>Website Development </li></ul></ul><ul><ul><li>Network Administration </li></ul></ul><ul><ul><li>Database Administration </li></ul></ul><ul><ul><li>ERP Manager </li></ul></ul><ul><ul><li>Security </li></ul></ul><ul><li>Strategic Network Development (MIS) </li></ul><ul><ul><li>Passenger Information </li></ul></ul><ul><ul><li>Scheduling, Planning of UTT and Route rationalization </li></ul></ul><ul><ul><li>Demand Forecasting Analysis </li></ul></ul><ul><ul><li>Public Transport System Analysis </li></ul></ul><ul><ul><li>Certification </li></ul></ul><ul><li>Operational Control Centre </li></ul><ul><li>Automated Fare Collection </li></ul><ul><ul><li>Checking Squads </li></ul></ul><ul><li>Concession Communication </li></ul><ul><ul><li>Marketing Activities </li></ul></ul><ul><ul><li>Press & PR Activities </li></ul></ul><ul><li>Administration </li></ul><ul><ul><li>Procurement Management </li></ul></ul><ul><ul><li>Training and Certification of Drivers </li></ul></ul><ul><ul><li>Management of Lost Property </li></ul></ul><ul><ul><li>General Administration </li></ul></ul><ul><ul><li>Escrow Account Management </li></ul></ul><ul><ul><li>Reconciliation / Audit of Daily Tickets </li></ul></ul><ul><li>Financial Management </li></ul><ul><ul><li>Central Vigilance </li></ul></ul><ul><ul><li>Internal Audit </li></ul></ul>Senior Vice President (SVP) General Manager (Operations) General Manager (Planning & Technical) General Manager (Finance) AGM (Legal) <ul><li>Contract Management </li></ul><ul><ul><li>Handing of Litigation and court matters </li></ul></ul><ul><ul><li>Public Liaison Coordination </li></ul></ul>
  34. 34. Delhi Urban Transport Development Fund <ul><li>The sources of DUTDF </li></ul><ul><li>Receipts from projects such as Inter State Bus Terminus (“ISBT”) at Dwarka and Narela, surplus funds from the accounts set up for each ISBT at Kashmere Gate, Sarai Kale Khan and Anand Vihar; </li></ul><ul><li>The plan allocations of GNCTD meant for improvement of public transport and development of allied infrastructure; </li></ul><ul><li>50% of collection of Air Ambience Fund; </li></ul><ul><li>Fees levied by Transport Department for issue of driving licenses, registration and fitness of motor vehicles and other activities; </li></ul><ul><li>Fees and cess that may be levied in future on polluters by the Transport Department; </li></ul><ul><li>The fund deposited with Hon’ble Supreme Court, subject to approval of Hon’ble Court ; </li></ul><ul><li>Budget support under Plan meant for creating/ augmenting public transport infrastructure. </li></ul>GNCTD has decided to establish a fund to be known as Delhi Urban Transport Development Fund (DUTDF)
  35. 35. Parking Policy <ul><li>Parking Policy was filed in the Supreme Court in the form of affidavit on 12th August , 2005, on the basis of EPCA’s report No. 18 titled “Supplementary submission on parking policy and related issues”. </li></ul><ul><ul><li>DDA </li></ul></ul><ul><li>Park and ride </li></ul><ul><li>Public Parking </li></ul><ul><li>Parking facilities in DTC depots </li></ul><ul><li>Underground Parking </li></ul><ul><li>Parking in Residential Areas </li></ul><ul><li>Multi level Parking </li></ul><ul><ul><li>NDMC </li></ul></ul><ul><li>Multi level Parking </li></ul><ul><li>Automated Multi-level Parking </li></ul><ul><ul><li>MCD </li></ul></ul><ul><li>Bus Depots for Private Stage Carriage Buses </li></ul><ul><li>DTC Depots </li></ul><ul><li>Parking at Metro Stations </li></ul><ul><ul><li>Transport Department </li></ul></ul>
  36. 36. Operational Control Centre (OCC) <ul><li>Automatic Vehicle Tracking & Monitoring System with Passenger Information System (AVTMPS) will be installed to monitor the bus operation in real time. </li></ul>Application & Map rendering Server (4) Database Servers Multiple Cellular (GSM) Networks (2) Map Database Device in the bus GPS Satellites TCP/IP W W W HTTP Communication Hub Gateway Server (3) Firewall PIS Application Server (6) TCP/IP PIS App Database GPRS (5) (7) TCP/IP (1) Bus Prediction display at stop (8)
  37. 37. State Taxes and Duties Currently, both DTC and Private Operators need to pay the tax @ 21.64% on the base price of the bus. Particular Old New Proposed Base Price Rs. 100 Rs. 100 Rs. 100.00 Excise Duty + Automotive Cess Rs. 12.125 (@ 12.125%) Rs. 8.125 (@8.125%) Rs. 0.00 (@0.00%) Net Total Rs. 112.125 Rs. 108.125 Rs. 100.00 Vat @ 12.5% Rs. 14.015 Rs. 13.515 Rs. 0.00 Grand Total Rs. 126.14 Rs. 121.64 Rs. 100.00 Total Tax 26.14% 21.64% 0.00%
  38. 38. About Delhi Integrated Multi Modal Transit System Limited Section III
  39. 39. About DIMTS Ltd <ul><li>DELHI INTEGRATED MULTI-MODAL TRANSIT SYSTEM LTD. </li></ul><ul><ul><li>a Special Purpose Company established to implement multi-modal transit systems </li></ul></ul><ul><li>Responsibilities: </li></ul><ul><ul><li>Project conceptualization, coordinated planning, design, financing, construction, operation of integrated services and asset maintenance </li></ul></ul><ul><ul><li>Organizing supervising and Monitoring construction </li></ul></ul><ul><ul><li>Planning and organizing O&M, multi-modal integration, integrated ticketing, passenger information display system etc. </li></ul></ul><ul><li>Mandates in hand </li></ul><ul><ul><li>Integrated Mechanism for Private Stage Carriage Buses </li></ul></ul><ul><ul><li>Independent Engineer for Multi Level Parking </li></ul></ul><ul><ul><li>Development of ISBTs </li></ul></ul><ul><ul><li>Bus Procurement Advisory </li></ul></ul><ul><ul><li>Automated Fare Collection System </li></ul></ul><ul><ul><li>Automatic Vehicle Tracking & Monitoring System with Passenger Information System (AVTMPS) </li></ul></ul><ul><ul><li>Traffic Demand & Forecast Study </li></ul></ul><ul><ul><li>Engineering Projects – FOBs etc. </li></ul></ul>DIMTS is a Joint Venture Company set up with equal equity of the GNCTD and Infrastructure Development Finance Company (IDFC).
  40. 40. Strategic Business Units The company has 5 strategic business units (SBU), dealing in different areas. DIMTS is staffed by a team of experts and professionals in the fields of urban transport planning, engineering, public transport operations, PPP advisory and related fields. Strategic Business Unites Business Partnership Corporate Strategy Engineering Road Transport Operations
  41. 41. Current Services & Projects … 1 Type I Type III Type IV Type II <ul><li>ISBT Redevelopment </li></ul><ul><li>Corporatization of pvt. Bus operations </li></ul><ul><li>Computerization of DL </li></ul><ul><li>AFCS </li></ul><ul><li>Intelligent Signaling </li></ul><ul><li>Bus Rapid Transit (BRT) </li></ul><ul><li>ISBTs on BOT </li></ul>Major Projects DIMTS is executing various urban transport infrastructure project in different capacities. Conceptualization/ Project Development Engineering and Construction Operation Transport Planning Engineering and Construction Operation Conceptualization/ Project Development Transaction Advisory Conceptualization/ Project Development Transaction Advisory Independent Engineer Operation
  42. 42. Current Services & Projects … 2 Type V Type VII Type VI <ul><li>Project Management Consulting </li></ul><ul><ul><li>Parking over drains </li></ul></ul><ul><ul><li>Flyovers </li></ul></ul><ul><li>Turnkey Projects Development </li></ul><ul><ul><li>FOBs, subways, underpasses </li></ul></ul><ul><li>Independent Engineer </li></ul><ul><ul><li>Multi-level Car Park </li></ul></ul><ul><li>DTC Bus Depot Development </li></ul><ul><li>LRT and Monorail </li></ul><ul><li>Transport Demand Forecast Study </li></ul><ul><li>BRT Improvement Plans </li></ul><ul><li>Redevelopment of Ring Railway Station. </li></ul><ul><li>Elevated Ring Road </li></ul>Major Projects Type VII <ul><li>Procurement of DTC – Low Floor Buses </li></ul><ul><li>Procurement of Blood Transfusion Van for UNOPS </li></ul>Conceptualization/ Project Development Transport Planning Engineering and Construction Procurement Advisory Services
  43. 43. Asset Management Services – Delhi Bus Rapid Transit (BRT) System Section IV
  44. 44. About Delhi BRT System <ul><li>Currently, the stretch from Dr. Ambedkar Nagar to Moolchand (5.8 km) is operational. </li></ul><ul><li>There are segregated lane for Buses, Motor Vehicles, Cycles & Rickshaws and Pedestrians. </li></ul><ul><li>The project has been implemented after rigorous analysis and intensive stakeholder consultation and validated by national and international transportation experts. </li></ul><ul><li>Total cost of the project is US$48 million (INR 215 crores) at an average cost of US$3.3 million / km (INR 14.83 crores/ km). </li></ul><ul><li>The first corridor of BRT in Delhi is from Dr. Ambedkar Nagar to Delhi Gate and is 14.5 km. long. </li></ul>More than 200 buses move on various sections during peak hour catering to a maximum PHPDT of about 12,000 on an average day. Exchange Rate: $1 = INR 44.82565 (September 10, 2008)
  45. 45. Delhi First BRT Corridor Operational Corridor Detail Total Length 14.5 Kms Road Right of Way 28 – 55 Meters Number of Road Junctions 17 Number of Bus Stations 29 Bus Lanes 2 X 3.3 M MV Lanes 2 X 6.75 M NMV Lanes 2 X 2.5 M Footpath 2 X 1.5 M
  46. 46. BRT Operation & Maintenance <ul><ul><li>Traffic Control and Enforcement </li></ul></ul><ul><ul><li>Accident/Incident Management </li></ul></ul><ul><ul><li>Traffic Signal & Control Room Operations </li></ul></ul><ul><ul><li>Security & Maintenance Services </li></ul></ul><ul><ul><li>Asset Management </li></ul></ul>
  47. 47. Real-time Bus Location on GIS Map
  48. 48. <ul><li>Two different agencies, Centre for Science and Environment (CSE) and NDTV, conducted commuters surveys. </li></ul><ul><ul><li>Key results: </li></ul></ul><ul><ul><li>72% of bus drivers said the middle-of-the-road stops are working better than the earlier system. </li></ul></ul><ul><ul><li>61% of car drivers said driving is easier now that buses have their own lane bus drivers. </li></ul></ul><ul><ul><li>88% of bus commuters feel the new BRT and its buses are an improvement on Delhi's public transport system. </li></ul></ul><ul><ul><li>Key results: </li></ul></ul><ul><ul><li>83% Commuters are happy with dedicated BRT Lanes and want BRT System should be continued in city. </li></ul></ul><ul><ul><li>A whopping 88-91% of all respondents (1,500) said that they are happy with BRT system and want that it should be extended to more areas of Delhi. </li></ul></ul>Commuters Survey
  49. 49. Lesson Learnt from the First Stretch There are many lessons need to be learnt from the existing BRT Corridor, which will help to increase its acceptability in future. There is a need for special regulation Act for better management and regulation. The act will help to address some key issues like traffic violation, property damage, jaywalking etc. Special Act Junction Capacity Intelligent traffic signals Restricted movement At BRT corridor, the adequate junction capacity should be created so that there is no bottleneck for other motorized vehicles. BRT system aims to give priority to buses. A successful BRT system requires some special measures like restricting the right movement of the traffic on junctions. An intelligent traffic signaling system with vehicle tracking facility will increase the throughput. A static system cannot sense the change in traffic pattern, thus result in slow throughput and unutilized green time. Park and ride facility A efficient ‘park and ride facility’, can compensate the feeder service, enabling people to use their private vehicles till the corridor. FOBs and Subways FOBs or Subways should be planned, connecting directly with the BQS, thus causing little disturbance to the moving traffic in other lanes.
  50. 50. DIMTS’s Expertise <ul><ul><li>Detail Project Report (DPR) Preparation </li></ul></ul><ul><ul><li>Procurement Advisory </li></ul></ul><ul><ul><li>Operation / Asset Management Advisory </li></ul></ul><ul><ul><li>Technical Consultant </li></ul></ul><ul><ul><li>Project Execution (Turn Key / PMC / Deposit Work) </li></ul></ul><ul><ul><li>Operation & Management </li></ul></ul>