This document presents a case study on the feasibility of implementing a Mass Rapid Transit System (MRTS) in Ahmedabad, India. It provides background on MRTS and discusses why Ahmedabad needs an improved public transportation system due to issues like traffic congestion and air pollution. The case study then analyzes the feasibility of Ahmedabad's Bus Rapid Transit System (BRTS), including traffic surveys, infrastructure plans, vehicle technology, land use, costs, financing, and financial analysis projecting the project will provide significant social benefits despite limited direct cost recovery.

1. Case study of feasibility
study of MRTS
Presented by: Guided By:
Divyarajsinh Chudasama (16MCL001) Dr.Debasis Sarkar
Matangi Dave (16MCl002) Associate professor
Salman Dhroj (16MCl003) PDPU- Gandhinagar

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

3. What is MRTS ????
 MRTS is mass rapid transit system which consist of mono rail ,bus
,metro ,light rails.
 The first MRTS in India was Kolkata metro. Which started
operation in 1984.
 In 2006, the National Urban Transport Policy proposed the
construction of a metro rail system in every city with a population
of 20 lakh.
 The majority of the planned projects will be implement through
special purpose vehicles, which will be established as 50:50 joint
ventures between the Union and respective State Government

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

5. Various Modes of MRTS

6. Why MRTS in Ahmedabad ?????
 The Greater Ahmedabad Urban agglomeration covering an area
of about 4200 sq. Km and an area of 190 square kilometers
under the jurisdiction of Ahmedabad Municipal Corporation and
also 150 villages in the periphery of the city under the
jurisdiction of Ahmedabad Urban Development Authority
(AUDA).
 Ahmedabad district has a total number of 14.9 Lakh motor
vehicles registered in the year 2004. Of this 73% were two
wheelers.
 This high density and rapid growth of vehicles have worsened
the transport situation to a significant extent.

7. Air Quality
 70 % of world’s urban population breathes unsafe air that means
1 billion people lives in unhealthy atmosphere.
 Vehicular pollution generally accounts for 60 to 70 %of total
pollution loads of a city.
 The root cause of air pollution in Ahmedabad is the two-stroke
two wheelers and auto rickshaws

8. Existing transportation(AMTS)
 In Ahmedabad city, AMTS has been providing public transport
facilities. AMTS, a municipal body, operates the services with
about 550 buses of which only about 350 are on road every day.
They service about 250,000 passengers per day.
 AMTS bus route lengths average about 17 kms and range from
about a minimum to 5km to a maximum of 57 kms. About 55
percent of buses operate on routes with lengths of 10 to 20
kms, with a running time of 30 to 90 minutes.
 average operating speed of AMTS is between 15-20 kmph .
 Fleet utilization is consistently slow.

9. Accidents
 In Ahmedabad over 2700 cases of road accidents are reported in
2001 alone about 160 to 200 persons got killed in accidents.
Year Population
(lakhs)
Vehicles Accidents Fatal Accidents
1981 23.8 1,20,514 1676 144
1991 29.5 4,31,783 2931 192
2001 37 10,05,870 2758 162

10. System need
 Ahmedabad public transit system is at a crossroads. After over 5
decades of operation , AMTS has lost its glory. Services have
deteriorated and the image has taken a major beating.
 Financially the organization is in a severe crisis situation. The
effects of this are system wide and have become visible in the
fact that the city has received the dubious
 Challenges and Opportunities:
 Rapid Growth
 Socio-economic Changes
 System Improvement Focus
 Resource Mobilization

11. Major Initiatives:
 A Metro Rail System (MEGA-Metro link Express for Gandhinagar
& Ahmedabad)
 A Bus Rapid Transit System(Ahmedabad JanMarg Ltd)
 A Regular Bus System
 A Regional Rail System

12. Case study on Ahmedabad BRTS
 Ahmedabad Municipal Corporation has incorporated a "Special
Purpose Vehicle" called Ahmedabad JanMarg Ltd in order to run
and to operate BRTS buses.
 In order to provide faster, reliable, eco friendly and advanced
Public Transportation Ahmedabad Janmarg Ltd is committed to
operate and run BRTS services for the citizen of Ahmedabad.
 Ahmedabad Janmarg Ltd has 87 km operational route with 160
(59 A.C buses) buses and about 1.45 lakhs average passengers
per day

13. Various surveys conducted for BRTS
1. Traffic volume survey
2. Future forecasting
3. Trip survey
4. Turning moment survey
5. Journey Speed
6. Parking Survey
7. Topography Study
8. Corridor rapid inventory
9. Engineering Investigation

14. Traffic Volume survey
 Traffic volume count at mid block location and at major
intersections along the BRT Corridor identified for the
development.
 a study being conducted by GIDB(Gujarat Infrastructure
Development Board), GoG (Government of Gujarat).CEPT .
 Surveys are conducted at various location and intersection for
16 hour continuously (6:00 to 22:00).
 Surveys were conducted at shivranjani junction,Thakkar bapa
nagar,Naroda T junction,Krishna Nagar, naroda ST workshop etc.

15. Traffic intensity
 The traffic intensity (16 hrs.) is varying between 30,000 and
52,000 PCU on various location Peak hour traffic (both
direction) along the proposed BRT corridor is ranging between
3,000 to 5,500 PCU per hour.
 Two-wheelers and cycles are the predominant modes on the
road comprising more than 55% in overall traffic stream. Cycles
are observed to be around 10 to 20% all along the corridor

16. two Wheeler
55%
Auto rickshaw
11%
car/jeep
15%
buses
1%
lcv
3%
trucks
2%
other
13%
Percentage
two Wheeler Auto rickshaw car/jeep buses lcv trucks other

17. Shivranjani cross road (4 Arms)

18. Future Forecasting
 Population forecasting according GIDB study (2000) carried out
by LB (Louis Berger Associates) population of entire study
region.
Sr no. Year Population (Million) Approx. area
(Ha.)
1 1981 2.5 19,000
2 1991 3.4 23,000
3 2001 4.6 30,000
4 2011 6.0 40,000
5 2035 10.9 50,000

19. Travel Characteristics
 1. Age wise distribution of population:
80 % of population is in active age group and 58% of them are in
working age group. And 28% of them are students.
 2. Income Distribution :
Income / Month Percentage(%)
< 5000 42.54%
5000-10000 34.11%
10001-15000 11.91%
15001-20000 5.26%
>20000 4.4%
TOTAL 100%

20.  3.Trip Purpose :
 4. Mode of choice :
Return home 49%
Work 26.30%
Education 17.40%
Other(Shopping,medical,social, etc.) 8.3%
100%
Vehicles Percentage (%)
2-Wheeler 25.29%
Cars 2.48%
Auto rickshaw 7.73%
Bus 8.44%
Cycle 17.59%
Walk 37.62%

21. Corridor Assessment
 Identification of potential of BRTS Corridor.
 Carryout assessment of corridor with
 Demand (existing & Potential)
 Technical feasibility of implementation of BRTS
 Overall system impact
 Divertible trips to BRTS
Divertible trips to BRTS
Length (Kms) Bicycle Two Wheeler Auto rickshaw
0-4 0% 0% 0%
4-6 20% 20% 40%
6-10 50% 60% 50%
>10 70% 80% 60%

22. BRTS Corridor

23. Geometric Design
Sr
No.
Description Design Standard
1. ROW(Right Of Way) 40-60m
2 . Setback between building line &
Road Boundary
3-6m
3. Design Speed 80 Kmph
4. Lane Width
a. Median bus lane 7m
b. Carriage way 7-10.5m
c. Service lane 7m
d. Cycle path 2-2.75m
e. Pedestrian path 2m

24. Cross section for 40 m ROW

25. Pavement Design

26. Vehicle Technology
 It should be fast , reliable, and secure
 It should be low floor height upto 800 to 850 mm above
pavement
 Extensive application of intelligent transport system.
 Bus station with latest technology.

27. Bus based ITMS infrastructure overview

28. Bus station ITMS Overview

29. Land Use
 Spatial arrangements of activities determine the travel pattern
in the city. This section briefly describes the land use pattern of
the city.
 The Ahmedabad Urban Development Authority is responsible for
land use planning within its jurisdictional limits.
 Total AUDA area of 1294.65 sq. km, 50% built up area. Water
bodies and wastelands cover 12 % and 17 % of area respectively.
Industries cover 9% of the area.
 Land Use in AMC area use (1997), more than one third (36%) of
the total area is under residential use, followed by 15 percent
of the area under the industries. Large tracts of land (23.44%)
are lying vacant, mostly in the newly acquired area of the AMC.
Only 9.5 percent of the total area is under transportation
network.

30. Proposed Land use
 The Development Plan 2011 proposes an increase in residential
areas from 35 to 44%. No significant change has been proposed
in Industrial area due to the State Government’s restrictive
policy. Though 23 percent of the area exists as open, the city
lacks adequate number of gardens and parks.
 It is proposed to develop 8.6 percent area as gardens. Area
under transportation from 9.5 percent to 11.1 percent is
envisaged.
 Ahmedabad has a strong industrial base of traditional
manufacturing, especially textiles, plastics, machinery and
basic metals and alloys. Ahmedabad city accounts for 21.5% of
factories in the state employing 18% of workers (2000). In 1981,
before the textile crisis, Ahmedabad city used to account for
19.3% of factories and 27.7% of workers in the state.

31. Land use pattern
Existence of properties with same use:
 Survey conducted to know about those properties they retain
their use as well as building after BRTS project because they
are financially strong and embedded machinery are not to shift
/or shifting and installing may be very much costly then
compensation whatever they expected.
Existence of property with same
use after BRTS project
No. of Properties
No Shift after BRTS 18
Shift after BRTS 141
Total 159

32.  Maximize the quality of service to the end user
 Minimize the cost of such service over a long term
 Maximize public benefit from public sector investment
 Maximize opportunities for private sector investment

33.  Development of BRTS network over 88 Kms. has been scheduled
in phases.
Phase -1
• Total Length of corridor = 58.3 kms
• Project Cost= approx. 493 crores
Phase-2
• Total length of Corridor = 30 kms
• Project Cost = approx. 488 crores

34.  Corridor Development
 Flyover/ ROB/RuB
 Access to Inner city
 Bus Stop
 Terminals & Depots
 ITs Applications

35. Detailed cost
break-up
for
Phase-I

36. Detailed cost
break-up
for
Phase-II

37. by GOI under JNNURM – 35%
by Government of Gujarat – 15%
by AMC– 50%

39.  The Revenue streams of the project Include:
 Net revenues from Pay and Park Facilities
 Advertisement charges on the buses and bus related facilities
 Charges on outsourced activities such as Ticketing System,
Seasonal Ticket Issue etc.

40.  Increased Public Transit Patronage
 Efficient Public Transit Operations
 Efficient Mixed Personalized Transit Operations
 Reduction in Accidents
 Improved Air Quality

41.  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

42.  The revenue earned per bus depends on:
• fare prices
• the capacity of the buses
• the vehicle utilization per day
• the average occupancy of the bus during the day.
 Considering the above first year operations were simulated.
 From the analysis, it is evident that bus operations through
private sector are feasible

43.  The financial analysis is carried out for the period of 20 years.
 The construction is assumed to be completed within first year
itself.
 The revenue will be generated from the Second Year.
 The project implementation structure envisaged is : Build,
Operate and Transfer (BOT) basis.
As expected, with limited options for direct cost recovery, FIRR is low. However, The
societal benefits as reflected in high EIRR is very significant and hence the project
investment gets justified.