MAHARASHTRA

PUNE

FIGURE 0.1: MAP OF INDIA

Detailed Project Report - Sky Bus Metro, Pune

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FIG 0.2: MAP OF MAHARASHTRA & LOCATION OF PUNE CITY

Detailed Project Report - Sky Bus Metro, Pune

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N
TO NANDI TO NASHIK
U MB TO M
TO DE HU ROAD AD KA TR DEHURO TO KA LE

ADJOINING P.C. / M.C. AREA

BALEWADI

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LOHOGAON-KHARADI

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3 PUNE UNIVERSITY

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N.C.L.

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10

13 14 KOTHRUD (PT) KOTHRUD 15

KA

DATTAWADI

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RACE COURSE

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PUNE CANTONMENT
KIRLOSKAR PNEUMATIC

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PACHGAON FOREST SAHAKARNAGAR PADMAVATI BIBVEWADI DHANKAWADI HINGANE KH. KONDHAVA KH (PT) KONDHAVA UNDRI (Part) UNDRI (PT) MOHAMADWADI WANAVRI MOHAMADWADI

HADAPSAR PT
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F LE

M UT HA

R IVER

B Y-P

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TO URLI DEVACHI

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SIN HA GA D

KHADAKWASALA LAKE

KATRAJ (PT)

FIG 0.3: MAP OF PUNE MUNICIPAL CORPORATION & PROPOSED ROUTES OF SKY BUS METRO IN PMC AREA

Detailed Project Report - Sky Bus Metro, Pune

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TO T SA A AR

EXECUTIVE SUMMARY
0.1 0.1.1. INTRODUCTION Indian cities are recording a fast growth due to rapid urbanisation, a phenomenon noticed all over the globe. In addition to the metropolitan cities of Delhi, Mumbai, Kolkata, Chennai, Bangalore & Hyderabad, many other cities have crossed the population figure of one million. The urban environment is deteriorating significantly with lack of infrastructure facilities like transport, water supply, and sewerage treatment and also power. 0.1.2. In the absence of efficient public transport, personalised transport, especially two wheelers, cars etc. have been choking the road corridors, causing great concern of increasing air & noise pollution in these new cities. This has resulted in children being born in this millennium inheriting an apocalyptic environment of traffic-choked roads, smog filled air and slum infected urban environment. 0.1.3. Pune City, earlier known as Poona is one of the most important cities of Western India often called Queen of Deccan, after its elevated position atop the Deccan Plateau, its salubrious climate and surrounding hills. 0.1.4. Pune today, is very much a modern city, but still retains its quaint old values and traditions. It is one of the fastest growing industrial areas. Pune is the cultural capital of Maharashtra. It boasts a fine University and number of educational institutions. It is a Military Cantonment, the Head Quarter of Southern Command of Indian army. Air base for Jaguar, Mig29 and Su30 Aircrafts of Indian Air Force. This region is one of the most heavily populated areas in the country having population of 11036 per Sq.Km in the urban area.

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0.2. 0.2.1.

EARLIER STUDIES In the past, a number of studies have been undertaken by various organisations to alleviate different aspects of transport problems of the City. RITES study of Jan 2001 has significant proposals to introduce a rail based medium capacity Mass Transit System (MRTS) along six different Corridors for a length of 92kms in phases.

0.2.2.

Various other studies have recommended for building a number of fly-overs and pestrians subways to tackle the traffic problems and currently a comprehensive transportation study is in progress by SPAN at the instance of Pune Municipal Corporation (PMC).

0.3. 0.3.1.

PROPOSAL FOR A SKY BUS METRO Konkan Railway Corporation Limited (KRCL), a Government of India under the Ministry of Railways who has developed a novel mode of urban transport system known as SKY BUS METRO was presented to PMC and an MOU for preparation of Detailed Project Report (DPR) highlighting the techno economic feasibility of the system in any one of the corridors most suitable, technically and financially, at a cost of Rs.50 lakhs.

0.3.2.

Most of the existing secondary data was provided by PMC and other agencies and a preliminary survey to ensure data sufficiency was taken up to assess the traffic potential through M/s ICRA.

0.3.3.

The Engineering studies are taken up by KRCL to verify the technical data and M/s. Infrastructure Development and Design consultancy, Mumbai completed all the topographic surveys needed for designing the system

0.3.4.

The Environmental studies are taken up by M/s. Telos Consultancy Services, Mumbai.

0.3.5.

Based on the above, the Detailed Project Report is prepared by KRCL.

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0.4. 0.4.1.

POPULATION Growth of population of Pune in the last 5 decades is as follows. TABLE 0.1 POPULATION - PMA Area in Sq. Km. (1991) 146.11 13.88 13.23 104.37 538.65 809.07 Population (in lakh) 1981 1991 2001 12.03 15.67 26.97 0.86 0.80 2.44 2.25 18.38 0.82 0.78 5.44 2.69 25.4 1.06 1.02 7.06 3.5 39.61

SR Area 1 PMC Pune 2 Cantonment Khadki 3 Cantonment 4 PCMC 5 66 villages 6 PMA

Source: Census * Estimated

1971 8.56 0.78 0.65 0.96 1.33 12.28

2004* 31.22 1.50 1.15 8.12 3.90 45.81

0.5. 0.5.1.

LAND USE The existing land uses including newly added area is 43.2% agricultural, 21.1% residential, 3.9% for transportation and 7.5% for public utilization. TABLE 0.2 EXISTING LAND USE FOR THE ADDED AREA 2001. Sr.No. 1 2 3 4 5 6 7 8 9 10 11 Land Use Mixed Landuse Residential Commercial Industrial Public Semi Public Public Utility Transport & Communication Agriculture Hilltop and Hill Slopes Reserve Forest Others Total % 0.60 21.10 0.10 1.50 1.70 7.50 3.90 43.20 6.80 5.32 1.90 100.00

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0.6. 0.6.1.

INDUSTRIAL DEVELOPMENT Large scale industries are located around Pune producing a variety of goods like Commercial vehicles, Locomotives, Electronic Consumer goods, pumps, oil engines, Two wheelers, Refrigeration systems, chemical and Pharma industries. Cars, Land rovers and Pick up trucks are also produced in the urban agglomeration of the city. A large number of medium and small industries supplying variety of components, spares and other consumer goods are developed in the city.

0.7. 0.7.1.

VEHICLE GROWTH The vehicle growth has assumed extra ordinary proportions as shown below by the registration of vehicles in the Pune City. TABLE 0.3 VEHICULAR GROWTH Vehicles (Lakhs) / Year 2 Wheelers 3 Wheelers/GCV Cars/Jeeps Buses Trucks 1997 3.52 0.40 0.51 0.07 0.24 1998 3.92 0.48 0.26 0.10 0.18 1999 4.24 0.39 0.61 0.10 0.30 2000 4.43 0.41 0.67 0.08 0.32 2001 4.63 0.43 0.72 0.08 0.32 2002 7.23 0.65 1.17 0.06 0.25

Source: SPAN Report May 2003. 0.7.2. The phenomenal growth of 2 wheelers, 3 wheelers & cars in 2002 indicate the demand for a better Public Transport System to fill up the gap of demand and supply. 0.8. 0.8.1. SOCIO ECONOMIC CHARACTERISTIC 46% of the population lies in 10-20 & 21-30 age group, which accounts for high number of educational trips. 34.4% of households lie in 4501-7000income group. The other socio economic indications are : Population of the Study Area Average Household Size Work Participation Rate (WPR) 26,97,425 4.44 33.4%

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Avg. Monthly Household Income Sex Ratio % of student population

Rs.6615 838 31.6%

Proportion of Transport expenditure (Rs/month, % of total income) 9.09%

0.8.2.

53% of house holds own 2 wheelers and 35% use cycles, 4% use autos and 8% have cars. The travel demand has been assessed as follows: TABLE 0.4 ASSESSMENT OF TRAVEL DEMAND CHARACTERISTICS Total Person Trips in a day Home based Trips Non-Home Based Trips Home Based Trips (Excluding Return Trips) Work & Business Education Others Per Capita Trip Rate (PCTR) Average Trip Length (km) Average Trip Time (min.) INCLUDING WALK 36,67,481 48.1% 1.0% 30.8% 10.1% 5.3% 4.8% 2.70 6.09 24.37 EXCLUDING WALK 25,34,085 48.3% 1.3% 29.9% 13.0% 4.6% 2.9% 1.87 4.68 39.00

0.8.3.

Mode Wise Trip Distribution is as shown below. TABLE 0.5 MODEWISE TRIP DISTRIBUTION Walk 2 Wheelers Cycle Bus Auto Cars Mini Bus Rail 31% 28% 13% 13% 7% 6% 2% 0.2%

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0.8.4.

Average Trip Length (km) and Average Trip Time (hh:mm) by Mode are as follows:

TABLE 0.6 AVERAGE TRIP LENGTH AND AVERAGE TRIP TIME BY MODE Mode Car Two Wheeler Auto Cycle Mini Bus Chakda Tonga/Bullock Cart Bus Others Railway Walk 0.9. 0.9.1. TRAFFIC POTENTIAL Traffic forecasting has been carried out by ICRA with the secondary data provided by PMC through the reports of RITES & SPAN. 0.9.2. The results of the origin and destination analysis of PMA are as follows. TABLE 0.7 : O-D ANALYSIS: PMA SR 1 2 3 4 5 6 7 8 9 10 11 Particulars Total Home Based Trips Work Trips 51% Education Trips - 35% Other Trips-14% PMC (O) PCMC (D) Trips PCMC (O) PMC (D) Trips Intra PMC Trips Intra PCMC Trips PMC (O) External Trips (D)* External Trips( O) PMC(D) Total Daily Trips in 2003-04-PMA Trips (Lakh No.s) 33 35.20 24.15 9.65 2.19 1.49 33.00 14.21 6.68 6.24 69 ATL(km) 7.56 6.47 5.13 3.19 7.94 3.14 5.00 6.91 3.00 20.72 1.51 ATT (hh:mm) 1:13 0:34 0:28 0:30 1:25 0:27 1:00 0:39 0:15 1:54 0:51

*External Trips ( ) refers to PMA minus PMC PMA = PMC +PCMC+ Census villages/ towns+ Cantonment Area
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0.9.3.

Modal Split The mode wise and purpose wise allocation of trips are as follows.

TABLE 0.8: MODEWISE AND PURPOSEWISE ALLOCATION OF TRIPS Recreation

Education

Shopping

Business

Purpo se Car 2w Auto Cycle Mini Bus Bus Railway Walk Others Total 0.9.4.

8.45 52.48 9.19 13.48 1.57 12.84 0.35 1.47 0.03 100

1.75 8.85 5.10 23.14 3.15 15.89 0.00 42.13 0.00 100

28.26 18.48 31.88 7.25 0.72 3.62 0.00 9.78 0.00 100

3.80 21.52 5.06 7.59 1.27 27.85 1.27 31.65 0.00 100

1.87 10.12 5.83 5.39 0.99 0.00 0.00 64.69 11.11 100

11.15 17.42 7.32 7.32 1.74 18.12 0.35 36.59 0.00 100

0.87 12.17 10.43 5.22 0.87 18.26 0.00 52.17 0.00 100

5.86 28.13 6.52 13.72 0.06 13.69 0.17 31.78 0.01 100

3.07 10.24 4.10 4.78 1.71 13.31 0.00 62.80 0.00 100

The average trip length (ATL) mode wise and passenger trip are shown below. TABLE 0.9: TRIP ALLOCATION BY MODE AND ATLS Mode Car 2W Auto Cycle Mini Bus Bus Others Railway Walk Total ATL 7.56 6.47 5.13 3.19 7.94 6.91 3.00 20.72 1.51 Passenger Trips 76200 364490 93980 176530 12700 163830 10160 2540 369570 12,70,000

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Others

Return Home

Health

Social

Mode

Work

0.9.5. 0.9.6.

The results of OD analysis in PMC are shown in Fig.5.7. Potential Traffic Corridors are Ambedkar Road -Shivaji Nagar-Mumbai Pune Road-Parallel to Khadki Railway Station-Parallell to Arun Cinema-TowardsTalegaon Dabhadetowards Phugevadi (on Mumbai-Pune Road) Kasarwadi- Akrudi- Nigadi ( LINE A) Ambedkar Road- Sangam Bridge Road- Chiplunkar Chowk-Ganeshkind Road-Pune Vidyapeeth Road- Towards Aundh-Old Bombay Pune RoadKaveri Nagar- Tathawade- Ravet (LINE B) Shivaji Nagar RS Jangali Maharaj Road-Sambhaji Chowk-Model ChowkSahjeeven Chowk- karve Road-Kothrud- Varje (LINE C) Shivaji Nagar RS Shivaji Road- Swargate-Satara Road- NH4- Towards Katraj (LINE D) Tilak Chowk- Laxmi Road-Dadabhat Marg (LINE E)

0.9.7.

Alignment Selection: Final alignment selection is based on the fact that a metro will be successful only on corridors where no other alternative will function and where traffic potential is high. The alignments proposed for Sky Bus Metro are as under: System A: Aundh Toll Naka to Varje Toll Naka viz. Pune University Raj Bhavan Ashram Agricultural College Chaphekar Chowk - Shivajinagar Gymkhana Garware College Rajguru Chowk Karve Chowk Kothrud Kal Bhairav Temple Varje Toll Naka. The approximate length of Sky Bus Metro System A is 14.00 Kms. System B: Pune Railway Station (along Sanjay Gandhi Road and Wellestly road Shivaji Road Pune Municipal corporation Bajirao road Tilak Road Swargate along Shivaji Road upto Shivaji Bridge). The total length of the System B is 7.240 Kms.

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0.10. 0.10.1.

KONKAN RAILWAY CORPORATION LIMITED Konkan Railway Corporation Limited (KRCL) is a Government of India undertaking established in 1990, to construct and operate 760 Km West Coast railway line in India connecting the states of Maharashtra, Goa, Karnataka and Kerala. Praised as "an engineering marvel", the most modern railway line was completed in December 1997 at a total cost of Rs. 35,550 Millions.

0.10.2.

Innovation is a way of life in KRCL. Many innovative methods developed indigenously were used during construction phase to meet the challenges and to complete the project in record time. During operations phase also KRCL developed many innovative practices to keep the costs low with higher performance standards.

0.10.3.

The World Bank appreciated the performance of KRCL and mentioned that the Indian Railways shall adopt KRCLs performance as benchmark. Relevant para of the report is enclosed as Annexure 0.1.

0.11. 0.11.1.

SKY BUS METRO Sky Bus Metro is latest, economical, eco-friendly, reliable and most innovative but simple technological solution developed by Konkan Railways as a rail based futuristic Urban Mass Transit System. It is free from derailments and collisions and therefore very safe. It can be constructed on the median of the road without affecting road traffic.

0.11.2.

The new technology solution of Sky Bus Metro is based on the concept of Sky Wheels presented in 1989 at World Congress for Railway Research by Mr. B. Rajaram, Managing Director of KRCL at Bologna University, Italy.

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0.11.3.

The technologies used are: Well-proven rail guided bogie system commonly used for normal railway system. 3 ph AC asynchronous electrical motive units well proven and widely adopted abroad as well as in India. Lightweight coaches called `Sky Buses which are suspended from bogies and travel below rail guides, the physics of which can be engineered very easily shells of coaches and suspension links well proven. Pre-fabricated latest construction technologies, which save time and money resulting in easy execution of the project in busy urban areas without disturbing the existing traffic pattern. These structural engineering methods are well proven which do not have any project execution risk attached. Information technology tools for economic operations

communications and control. 0.11.4. The components of Sky Bus are Sky Way, Sky Bogies, Sky Coaches, Sky Stations and Traversers. 0.11.5. The Sky Way consists of a pre-stressed concrete box structure supported over a series of columns at a height of 10 m above existing road level. Columns will be one meter in diameter and 15m apart on pile foundations on the medians of road way. Two rails are fixed with appropriate fastening within concrete box. A proven bogie, which is controlled automatically by microprocessor-based system, can run with the speed of 100 Kmph, with the coach shell suspended below. This coach can carry 300 passengers with air-conditioned comfort and are designed for lighter crush loads as compared to normal railway coach. 0.11.6. Sky Bus Metro is aesthetic and eco-friendly which will never derail and capsize nor collide as it has got exclusive safety features such as derailment arrester, coach protector and swing arrester. This system is noise and pollution free with capacity of 18,000 PPHPD, scalable to

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81,000 PPHPD as required. It does not have turnouts (points and crossings) but has traversers for change of track. It is a unique mass transit system, which can be constructed within two years in any crowded and congested city. In addition to carrying commuters, the Sky Bus system can carry containers during the off peak period especially in the night. The capital cost is lowest almost 50 % of other elevated system and 25 % of under ground metro for same performance standards. 0.11.7. Technical Feasibility of Sky Bus Metro

0.11.7.1. Bharat Ratna Dr. Abdul Kalam, Former Principal Scientific Advisor to the Prime Minister of India and now Honourable President of India has gone through the Sky Bus Metro proposal. He has stated that Sky Bus Metro proposal is Technically sound. He has recommended for the implementation of Sky Bus Metro on Mission Mode in India. 0.11.7.2. A technical committee consisting of Padma Bhushan Dr Anil Kakodkar, chairman, Atomic Energy Commission, Padma Bhushan Professor P. Rama Rao, Vice Chancellors, University of Hyderabad and Mr Sudhir Kumar, Commissioner of Railway Safety examined the technology of Sky Bus Metro. They have stated that the Technology is feasible, cost effective, non-polluting Urban Mass Transportation System with very large saving in fossil fuel consumption. They have recommended for Quick Implementation of Sky Bus Metro Project. 0.11.7.3. 38 leading companies of India have shown their expression of confidence in Implementing of Sky Bus Metro with least technology risk and also expressed to come together to achieve the objective as can be seen from Annexure 0.2.

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0.11.7.4. Salient features of Sky Bus Metro are given below in Table 0.10. TABLE 0.10 SALIENT FEATURES OF SKY BUS METRO 1. 2. Gauge Gradient : Standard Gauge 1435 mm. : 1 in 60 max (but can take upto 1 in 25) 3. Curves : Minimum radius of curvature 50 m follows roadway 4. 5. 6. Platform access Coach access Power supply : Automatic turnstiles : Automatic doors : Three phase power supply
rd

rail

converted to 750 V DC 3 current collection 7. Type of Signaling

: Moving Block, Auto Driving Device, Anti Collision Device developed by KRCL

8.

Average Speed

: 36 to 47 Kmph depending on Station intervals

9. 10

Max. Speed Capacity Maximum

: 100 Kmph : 150 X 2 passengers at 5.6

persons/sqm 11. 12. Acceleration Frequency of Service/Headway 13. 14. Weight (Twin car) Distance between Sky Stations 15. 16 Coach Maximum : Air - conditioned (comfort) passenger : 18,000 to 81,000 (1 Sky Bus consist with 60 seconds and 3 Sky Bus consists with 40 second headway) : Max. 48 T (loaded) : 0.5 Km to 1.2 Km. : 1.3m/sec/sec (max) : 40 seconds to 1 Minute

per hour per direction

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17. 18. 19. 20. 21. 22.

Length x Width Height Material Type of propulsion Motor Rating Commuter rate of flow from Bus

: 9.25m x 3.15 m. : 2.40 m : Steel + Poly-carbonate : 3 ph AC asynchronous motors : 4 x 85 KW : 300 Nos. in 15 Seconds

23.

Differently enabled persons

: Special access facility & audiovisual information.

0.11.8.

The financial analysis indicates that the proposed project is commercially and financially viable. The sensitivity analysis undertaken indicates that the variation in key project viability indicators does not have any adverse effect on the debt servicing except in extreme conditions. The rationale for using Sky Bus as a mass transportation system for Pune lies in the fact that it provides an air conditioned system affordable by the masses, increases the quality of life and more importantly reduces the vehicular pollution. Therefore, the project demonstrates adequate strength to withstand any variation in key parameters and establishes the feasibility of implementing the Sky Bus project in Pune with private sector participation on a Build, Own, Operate and Transfer (BOOT) basis. The GoM will get an operational asset of gross worth Rs.742.47 Crores (System A) at the end of concession period.

0.12. 0.12.1.

SYSTEMS PROPOSED FOR PUNE System A University Road, Shivaji Road, Jangli Maharaj Road, and Karve Road. The traffic intensive areas on this alignment are Pune University, Agricultural College, Shivajinagar Bus and Railway station, Jangli Maharaj Road, and Karve Road. The proposed alignment is shown in Figure 0.3. So by

0.12.1.1. The System A has been planned from Aundh Toll to Varje Toll through

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selecting this system along this corridor, it is ensured that it covers the CBD and also all the modal transfer points. 0.12.1.2. There will be 17 Stations in system A. 0.12.2. System B

0.12.2.1. The System B has been planned from Pune Railway Station to Swargate (Laxmi Narayan Cinema) through Sanjay Gandhi Road, Wellestly Road, Shivaji Road, Pune Municipal Corporation, Bajirao road, Tilak Road. The traffic intensive areas on this alignment are Pune Railway Station, Pune Municipal Corporation, Shivaji Road, Swargate, Tilak Road and Bajirao Road. The proposed alignment is shown in Figure 0.3. So by selecting this system along this corridor, it is ensured that it covers the entire CBD and also all the modal transfer points. 0.12.2.2. There will be 10 Stations in system B. 0.13. The Project cost of System A is Rs. 742.47 Crores and System B is Rs. 471.92 Crores. The breaks up costs are given in detail in Chapter 8. 0.14. 0.14.1. ENVIRONMENT IMPACT The Environmental Impact Assessment and Environmental Management Plan for Pune Sky Bus Project has been carried out by M/s.Telos Consultancy Services, Mumbai. 0.14.2. The environmental assessment study described in detail in the Chapter on Environmental Studies, shows that the Sky Bus Project will have negligible impact on water, environment and ecology. 0.15. 0.15.1. Impact on Air Environment: Impacts on Ambient Air Quality (AAQ) are expected to be positive from the Sky Bus project during the operational phase. Diversion of traffic from vehicles to the Sky Bus is expected to lower pollutant levels (from

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vehicular emissions) in the ambient air thereby having a positive impact on the AAQ. 0.15.2. The predicted levels for CO in the Without Project scenario are comparatively higher than those for the With Project scenario at all distances considered from the centreline of the road along the proposed Sky Bus route. The proposed project therefore has a positive impact, though marginal, on the ambient air quality in terms of CO concentrations. However, with the operation of the project in time to come, it is expected that the rate of increase in vehicular traffic, especially buses, would be low. 0.15.2.1. Hence the improvement in air quality in terms of CO levels would increase in the coming years when the CO levels would more-or-less remain at present-day levels despite the increase in person-Km travelled along the Sky Bus route. 0.15.3. Decrease in air emissions has secondary benefits in terms of improvement in health status in terms of respiratory illnesses and a general increase in quality of life, especially for the residents living along the Sky Bus route. 0.16. 0.16.1. Impacts on Noise Level KRCL shall employ the latest and modern construction techniques and shall use pre-cast elements and practices causing minimal noise emissions. However, since the construction phase is expected to last only for a relatively short duration, the minor negative impacts on the ambient noise levels are expected to be temporary. 0.16.2. For predicting the post-project noise level, the noise propagation model IMMI (Interpretation by Measurement, Modelling and Identification) 5.027a, developed by Wolfel, Germany is used. The modelling results show that there will be no increase in ambient noise level due to the Sky Bus project. 0.17. Impacts on Socio-Economic Environment construction phase as direct employment as well as indirect employment for providing support facilities to the construction teams. Unskilled labour will be sourced locally, which will benefit the local economy to a large extent. The local economy will also benefit from the temporary influx of population from the nearby areas.
Detailed Project Report - Sky Bus Metro, Pune

0.17.1.1. Employment opportunities are expected to be generated during the

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0.17.1.2. Since the alignment is in urban areas along existing roads, there is no major land acquisition envisaged. 0.17.1.3. There would be no displacement of people due to the project. Privately owned land shall be mainly commercial land which will have to be bought by payment of adequate compensation as per market value or granting of additional FSI in exchange for land. 0.17.1.4. During the initial phase of the project, passengers shifting from buses and auto / taxis will create a temporary drop in the utilisation of these modes of transport. Livelihood of the persons connected to these transport modes is likely to be affected. However, this may be a temporary phenomenon and can be overcome if the existing fleet of buses and autos is re-routed to serve as feeder services to the Sky Bus. Alternative employment to affected persons by making them shareholders in the project at an investment of Rs. 200,000 to 300,000 and appointing them as retailers for Sky Bus Smart Cards can be offered. Apart from this, ample other secondary opportunities would arise in the various operational and related areas of the Sky Bus for which the affected persons will be given preference. 0.17.1.5. In fact, the Sky Bus project envisaged to add to the transportation capacity of the city apart from diverting some of the existing traffic from the roads is one of the most environmentally friendly modes of transport having overall positive impacts on various environmental components. 0.18. 0.18.1. Applicable Environmental Regulations The Sky Bus project will not require Environmental Clearance from Ministry of Environment and Forests (MoEF), Govt. of India. 0.19. 0.19.1. Environmental Management Plan (EMP) The EMP is proposed to mitigate the adverse impacts of the project on the environment in the study area. The salient mitigation measures are given in the Chapter 7.

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0.20. 0.20.1.

PROJECT VIABILITY OF SKY BUS METRO, PUNE In order to validate and also to supplement the RITES traffic survey data along the proposed route, a detailed traffic study was undertaken to assess the potential traffic for the system in Pune. Detailed traffic study for the project is presented in Chapter 5 of the Report.

0.20.2.

The study area is defined under a three-band classification for the Sky Bus Project: i) The Pune Metropolitan (PMA) Area ii) The Pune Chinchwad Municipal (PCMC) iii) The Pune Municipal Corporation (PMC)

0.20.3.

The average number of trips generated from and attracted to zones within the Pune Metropolitan Area are in the order 43000 daily passenger trips. The zones generating passenger trips of over 1,00,000 are 12, 19, 37, 45, 50, 57, 63, 64, 65, 67, 74 & 100; whereas zones 12, 17, 30, 18, 45, 64, 93, 96, 99, 100 & 106 are major trip attraction zones. It is evident that majority of the trips originate and destine within the PMC area. Outside the PMC, the major destined zones (93-106) are located in the PCMC area with lot many auto / auto component majors and industrial activity thriving in those zones.

0.20.4.

Out of the total trips originating within the PMA, bus and rail trips constitute 22% of the total. The share of 2 Wheeler, auto, car and cycle trips were 16%, 5%, 1% and 18% respectively. A major chunk of trips amounting to 31% of the total are walk trips. Within the PMC area, the mode wise and purpose wise allocation of trips are given in Table. 5.4 of Chapter 5.

0.20.5.

The zone wise trip ends for the entire PMA and the PMC has been modeled using a set of two independent model specifications. The trip ends as on 2003 are modeled against the zonal population, industrial employment and student enrolment. Given the projected rates of growth in the causal factors, the trip ends for PMA are projected into the future. The projected trips for the Sky bus are computed as a variable percentage of 0-20

Detailed Project Report - Sky Bus Metro, Pune

the PMA trips. The expected demand for the Sky Bus service on the proposed corridors is expected to increase at a CARG of 7% from the first the year of operation. 0.20.6. Traffic Potential for Sky Bus Metro Pune

0.20.6.1. Traffic Potential for Sky Bus Metro Pune for System A and System B are depicted in Table 0.11. TABLE 0.11: TRAFFIC POTENTIAL FOR SKY BUS METRO PUNE Year ending 31st March 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 (Passenger trips/day) System A System B (No.s) (No.s) 333,000 168,000 352,000 175,000 360,000 179,000 368,000 184,000 377,000 187,000 385,000 191,000 394,000 403,000 412,000 422,000 431,000 441,000 451,000 462,000 472,000 483,000 495,000 194,000 198,000 203,000 207,000 212,000 215,000 2.20,000 224,000 230,000 235,000 239,000

0.20.7.

The traffic diversions of Sky Bus in PMA are as follows. Key result for System A Key result for System B 2.79 lakhs trips 1.41 lakhs trips

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0.21. 0.21.1.

Risk Assessment & Mitigation Measures ICRA have analysed the key risk factors and recommended appropriate risk mitigation measures for the risks encountered. The risks involved are detailed in Chapter No. 10. A brief summary of the risks involved is indicated below: 1. 2. Project Development Phase Risk level - low Pre- Construction risk Land Acquisition Risk level low Construction Phase Construction Risk Design and Project Management Risk Risk level low Project Completion Risk Risk level low Technology Risk Risk level low to medium 3. Operational Phase Risk level low Operational Risk Risk level low Operations and Maintenance Risk Risk level low Availability of Power Supply Risk level low Regulatory Risk Risk level low

0.22. 0.22.1.

Total Capital Cost Based on the detailed study of the System A and System B 14.00 Km and 7.24 Kms long alignments, technology, availability of infrastructure facilities and level of performance, the total capital cost of the System A and System B of Pune Sky Bus Project is Rs. 742.47 Crores and Rs. 471.92 Crores respectively. The break-up of costs are given in the Table 0.12 and Table 0.13 below:

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TABLE 0.12: CAPITAL COST OF SKY BUS PROJECT FOR SYSTEM A

Description Land and its development Elevated Track Structure and Stations Electrical Works Mechanical System Rolling Stock Control and Communication Systems Information Technology Parking/Maintenance Depot Duties & Taxes (0.5% of FA) Pre-operative & development cost Financing Costs Interest During Construction Provision for Contingency Total Amount (Rs. Crores) 5.00 362.60 104.27 15.00 137.38 28.09 8.24 25.20 1.70 13.24 3.71 24.31 13.72 742.47

TABLE 0.13: CAPITAL COST OF SKY BUS PROJECT FOR SYSTEM B

Description Land and its development Elevated Track Structure and Stations Electrical Works Mechanical System Rolling Stock Control and Communication Systems Information Technology Parking/Maintenance Depot Duties & Taxes (0.25% of FA) Pre-operative & development cost Financing Costs Interest During Construction Provision for Contingency Total Amount (Rs. Crores) 5.00 228.66 60.89 9.60 87.92 19.64 5.76 18.30 1.08 8.60 2.36 15.39 8.72 471.92

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0.23. 0.23.1.

Financing Structure The project is proposed to be financed by a mix of equity and debt instruments. ICRA, who have done the financial analysis consider the following financing structure presented in Table 0.14 as prudent. TABLE 0.14 SKY BUS: PROPOSED FINANCING STRUCTURE SYSTEM A Source of Finance Amount (Rs. Crores) Equity Convertible Debentures Debt Total 296.99 74.25 371.24 742.47 Percentage to Total 40.00% 10.00% 50.00% 100

(System B) Source of Finance Amount (Rs. Crores) Equity Convertible Debentures Debt Total 188.77 47.19 235.96 471.92 Percentage to Total 40.00% 10.00% 50.00% 100

0.24. 0.24.1.

Revenue Projections (System A) The revenue profile for the project that has been developed so as to serve as the basis for financial modelling exercise covers broadly four distinct elements: Fare box charges or Income from Tickets Income from Property Development Income from Advertising Income from Smart Card/Loyalty card

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0.24.2.

Two distinct revenue models are developed and considered for financial analysis. The models are as given below: Individual Ticket Based Structure Monthly Card Based Structure

0.24.3.

Individual Ticket Based Structure important parameter for establishment of an appropriate fare structure for the Sky Bus project. Based on the above analysis, we have considered a fare structure of Rs.1.35 per km for the first year FY 2009, the first year of operation of the project, assuming a rate of Rs.1.15 per km at 2004 prices increased at an annual inflation index of 4%. The fare box revenue based on the above fare structure and an average trip length (ATL) of 6.5 km, in PMA, for the first year of operation is Rs.110.02 Crores.

0.24.3.1. The Willingness and Ability to pay for the transport system is also an

0.24.4.

Monthly Card Based Structure structure in which a single family/household in which a family card will be given one card for travel on the Sky Bus during peak hours traffic and two Add-on cards for off-peak hours. The details regarding this type of structure is presented below. TABLE 0.15: MONTHLY CARD BASED STRUCTURE 3 family Cards for peak and non peak hours Family Card (Rs.) Distance Peak/month (Km.) allowed Distance non-peak/month (Km.) allowed. Family Cards (No's) 500 500 500 3

0.24.4.1. M/s. ICRA have also considered a Monthly Family card based fare

0.24.4.2. The key details of Three Family Cards structure are 1)Total 500km travel permitted in peak periods on all cards put together. 2) Another 500km during non-peak periods on all cards put together. 3) Any card can be used both during peak/non-peak periods. 4) The charging off from the card done depending on time of travel. Hence cost to the family on average is Rs.0.50 /km.

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0.25. 0.25.1. 0.25.2.

Total operational and maintenance expenses The total Operation and Maintenance expenses during the first year of operation (FY 2009) is estimated at Rs. 46.32 Crores. The summary of the financial projections and analysis for each model is presented below.

0.25.2.1. Individual Ticket Based Structure TABLE 0.16:FINANCIAL PERFORMANCE (INDIVIDUAL TICKET BASED STRUCTURE) SYSTEM A (Rs. Crores) Year of operation Year March Particulars Total Revenue Total Expenditure Profit Before Int., Dep. & Tax (PBDIT) Profit before Tax (PBT) Profit after Tax (PAT) -6.32 -6.32 76.07 70.22 148.01 136.63 259.26 162.90 474.15 297.38 115.54 46.32 69.22 197.27 58.19 139.08 252.09 63.34 188.74 356.73 73.06 283.68 592.15 93.59 498.56 ending 31st 1 2006 6 2011 10 2015 16 2021 25 2030

SYSTEM B (Rs. Crores) Year of operation Year ending 31st March Particulars Total Revenue Total Expenditure Profit Before Int., Dep. & Tax (PBDIT) Profit before Tax (PBT) Profit after Tax (PAT) -30.68 -30.68 22.33 20.61 61.44 56.72 118.86 74.09 226.92 141.28 58.88 41.54 17.34 112.24 49.85 62.39 141.04 53.70 87.35 195.25 60.88 134.37 318.36 75.93 242.43 1 2006 6 2011 10 2015 16 2021 25 2030

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0.25.2.2. The Internal Rate of Return (IRR) for the project both on Pre-Tax and Post-Tax basis is at comfortable levels of 18.36 % & 16.60% (System A) and 14.25% & 12.49% (System B). Equity IRR, i.e., an indicator of shareholder returns, is also at reasonable levels at 19.66% (System A) & 13.43% (System B). This indicates that the return to shareholders will be higher that dividend yield. 0.25.2.2.1. The Average Debt Service Coverage Ratio (DSCR) over the period of repayment of debt is 1.9 & 1.27 for System A & B respectively with Maximum and Minimum DSCR of 3.71 and 1.2 respectively for System A and 2.73 and 0.54 respectively for System B. The DSCR levels indicate that the project has sufficient cash flows for debt servicing and will be in a position to meet all debt obligations to lenders. 0.25.2.3. Monthly Card Based Structure TABLE 0.17:FINANCIAL PERFORMANCE (MONTHLY CARD BASED STRUCTURE) SYSTEM A (Rs. Crores) Year of operation Year March Particulars Total Revenue Total Expenditure Profit Before Int., Dep. & Tax (PBDIT) Profit before Tax (PBT) Profit after Tax (PAT) -18.55 -18.55 62.54 57.73 134.83 124.47 250.43 157.24 498.52 313.02 103.02 46.03 56.99 183.43 57.88 125.55 238.61 63.04 175.57 347.70 72.85 274.85 617.09 94.15 522.94 ending 31st 1 2006 6 2011 10 2015 16 2021 25 2030

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SYSTEM B (Rs. Crores) Year of operation Year March Particulars Total Revenue Total Expenditure Profit Before Int., Dep. & Tax (PBDIT) Profit before Tax (PBT) Profit after Tax (PAT) -25.29 -25.59 32.61 30.11 78.10 72.09 150.37 94.30 303.89 190.64 64.09 41.65 22.43 122.76 50.09 72.67 158.08 54.08 104.00 227.49 61.61 165.88 397.11 77.70 319.40 ending 31st 1 2006 6 2011 10 2015 16 2021 25 2030

0.25.2.3.1. The Internal Rate of Return (IRR) for the project both on Pre-Tax and Post-Tax basis is at comfortable levels of 17.41% and 15.63% (System A) and 16.16% & 14.36% (System B). Equity IRR, i.e., an indicator of shareholder returns, is also at reasonable levels at 18.01% & 16.01% (System B). This indicates that the return to shareholders will be higher that dividend yield. 0.25.2.3.2. The Average Debt Service Coverage Ratio (DSCR) over the period of repayment of debt is 1.70 & 1.50 for System A & B respectively with Maximum and Minimum DSCR of 3.48 and 1.06 respectively for System A and 3.26 and 0.70 respectively for System B. The DSCR levels indicate that the project has sufficient cash flows for debt servicing and will be in a position to meet all debt obligations to lenders. 0.25.2.4. System A & B 0.25.2.4.1. The key financial output for the combined system consisting of System A (Aundh Toll to Varje Toll) and System B (Loop line - Pune Railway Station to Swar Gate to Shivaji Bridge) is presented below.

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TABLE 0.18: COMBINED SYSTEM (SYSTEM A + B) FINANCIAL PERFORMANCE (Rs. Crores) Year of operation Year March Particulars Total Revenue Total Expenditure 170.54 66.56 275.61 84.11 191.50 353.47 91.06 262.41 501.80 104.21 397.59 839.08 132.24 706.83 ending 1 31st 2006 6 2011 10 2015 16 2021 25 2030

Profit Before Int., Dep. 103.98 & Tax (PBDIT) Profit before Tax (PBT) -20.07 Profit after Tax (PAT) -20.07

88.03 81.26

195.52 180.49

357.48 223.73

666.73 416.60

TABLE 0.19: INTERNAL RATE OF RETURN - COMBINED SYSTEM (SYSTEM A + B) Description Project IRR Pre-Tax Project IRR Post Tax Equity IRR Value 14.85% 16.59% 17.00%

TABLE 0.20: DEBT SERVICE COVERAGE RATIO - COMBINED SYSTEM (SYSTEM A + B) Year of Operation DSCR Average DSCR Maximum DSCR Minimum DSCR 1 1.26 1.62 3.16 1.02 4 1.02 6 1.43 9 2.27 12 2.81

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0.26. 0.26.1.

IMPLEMENTATION Upon acceptance of the recommendations in the Detailed Project Report by Maharashtra State Government, a Special Purpose Vehicle (SPV) will be formed .The SPV comprising of Govt. of Maharashtra represented by Ministry of Transport, PMC, KRCL and key financiers is responsible for raising debt, developing legal frame-work, allocation of roles, physical construction, operation and maintenance of the Sky Bus Metro.

0.26.2.

It is envisaged that the construction will be completed within a period of 24 months from the commencement date for construction. The commencement date is defined as the date of handing over of the land required and right of way by the Government of Maharashtra (GoM) to the Special Purpose Vehicle (SPV) or date of financial closure, whichever is later.

0.27.

SUMMARY AND RECOMMENDATIONS The financial analysis indicates that the proposed project is commercially and financially viable. The sensitivity analysis undertaken indicates that the variation in key project viability indicators does not have any adverse effect on the debt servicing except in extreme conditions. The rationale for using Sky Bus as a mass transportation system for Pune lies in the fact that it provides an air conditioned system affordable by the masses, increases the quality of life and more importantly reduces the vehicular pollution. Therefore the project demonstrates adequate strength to withstand any variation in key parameters and establishes the feasibility of implementing the Sky Bus project in Pune with private sector participation on a Build, Own, Operate and Transfer (BOOT) basis. The GoM will get an operational asset of gross worth Rs 742.47 Crores (System A) at the end of concession period.

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0.28. 0.28.1.

THE WAY FORWARD The Government of Maharashtra should approve the proposed Pune Sky Bus project, and suitable resolution/enabling legislation may have to be passed in the Maharashtra legislature after being ratified by the Cabinet.

0.28.2.

We strongly recommend the formation of an SPV (Special Purpose Vehicle) as an appropriate institutional response to the development of the Pune Sky Bus project. The SPV should be set up by the PMC, the nodal agency appointed by the GoM for the project, with initial seed capital. Further, it is also recommended that the proposed SPV should be a company incorporated in India under the Indian Companies Act, 1956, as subsequently modified. The SPV recommended will have the right to build, own and operate the new Pune Sky Bus project in Pune for a defined Concession period.

0.28.3.

The powers of the SPV incorporated should include the design and implementation of privatization framework inclusive of identification of prospective Developers under the appropriate mechanism/ structural arrangements.

0.28.4.

The new SPV Company, after induction of the Developer, would essentially be a joint venture representing the dominant business and strategic interests of private developer on one hand and regulatory interests of Central and State Governments on the other.

0.28.5.

The Rights to development of Right of Way will vest solely in the SPV promoted for the establishment and operations of the transportation system. This enabling resolution/legislation would also empower the Developer to institute proper collaboration mechanisms if deemed necessary including leasing, franchising, joint venture etc. for the development of other facilities in the project apart from the Sky Bus system.

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