Bandra Skywalk

PLANNING OF SKYWALK IN AN INSTITUTIONAL AREA STUDY AREA: ITO, INDRAPRASTHA

Dr. P.K. Sarkar

Prak Pr akash ash Cha Chand nd Ary Arya a

Professor,

Thesis, M. Plan,

Department of Transport Planning,

Department of Transport Planning,

School of Planning & Architecture,

School of Planning & Architecture,

New Delhi

New Delhi

Introduction •

Mobility and Accessibility Accessibility – are an integral integral component for planning and design of road transport infrastructure.

•

Pedestrian traffic is most neglected road users while planning and and designing the road transport infrastructure.

•

Significant portions of road users killed killed in the road accidents are pedestrians.

•

Present Prese nt approach for planning and designing for pedestrian pedestrian traffic traffic is not user friendly.

•

The fund allocated for pedestrian facilities facilities is insignificant insignificant as compared to total cost of road project.

•

Need for innovative approach to ensure safe & secured movement of pedestrian pedestrian traffic in along/across congested roads in urban areas. Thursday, January 02, 2014

Planning of Skywalk in an Institutional Area

2

Introduction •

Mobility and Accessibility Accessibility – are an integral integral component for planning and design of road transport infrastructure.

•

Pedestrian traffic is most neglected road users while planning and and designing the road transport infrastructure.

•

Significant portions of road users killed killed in the road accidents are pedestrians.

•

Present Prese nt approach for planning and designing for pedestrian pedestrian traffic traffic is not user friendly.

•

The fund allocated for pedestrian facilities facilities is insignificant insignificant as compared to total cost of road project.

•

Need for innovative approach to ensure safe & secured movement of pedestrian pedestrian traffic in along/across congested roads in urban areas. Thursday, January 02, 2014


2

Pedestrian traffic exposed to road accidents

Thursday, January 02, 2014


3

Need of the Study •

The study has been carried out because it was felt that in recent recent years due to increasing population, development and awareness the number of trips has increased and subsequently the number of pedestrian visiting the study area has also been increased. As the study area is a major junction for Trans- Yamuna traffic movement the study area faces induced traffic which creates difficulty in pedestrian movement across as well as along the road.

•

In the light of the large scale movement movement of pedestrian pedestrian traffic and their associated associated risk risk for the movement on the urban road network due to incessant movement of high speed vehicular traffic, there is a need to develop exclusive pedestrian facilities to be free from vehicular traffic.

•

It is extremely imperative imperative to conduct a detailed feasibility feasibility study for development development of skywalk facilities in general and specific locations in particular. Thursday, January 02, 2014


4

Aim:

The aim of the study is to plan a skywalk facility in the institutional area of ITO to ensure safe & secure movement. Objectives: • To

study the pedestrian characteristics on congested road network in an

institutional area. •

To study the relevant relevant literatures including the best practices practices with respect to provision of Skywalk on congested road network.

• To

exa xam min inee the fe feaasi sibi bili litty fo forr de deve velo lopm pmeent of Sk Skyw ywal alk k fa faci cili lity ty on

congested road network. •

To evolve guidelines guidelines for development development of Skywalk facilities facilities in Urban areas. areas. Thursday, January 02, 2014


5

Scope of work:

To conduct necessary traffic surveys such as pedestrian volume count, traffic volume count, pedestrian delay at junctions & other places along with the pedestrian opinion survey. To appreciate the best of practices on skywalks in different cities of the world. To carryout Economic evaluation for developing skywalk facility at ITO area. To evolve best financial model to make the skywalk system on self financing mode. Limitations:

The study is limited to only institutional area. The other types of pedestrian activity areas have not been undertaken.



6

Methodology adopted in the study: Aim Objectives Relevant Literature studies

Best practices

Failure reasons

Inferences

Planning

from studies

considerations

Planning process for Skywalk

Secondary Data Collection

Primary Data Collection

• Pedestrian Accident Data

Surveys • Pedestrian volume count

• Advertisement Revenue Data

• Origin & Destination survey

• Skywalk Estimate Data

• Willingness to use

such facilities

• Pedestrian opinion Survey • Warrants of Pedestrian facility planning

Data Analysis

Estimating & Costing

Financial Analysis

Calculation of Economic Losses

Economic Analysis

Conclusions Planning proposal Thursday, January 02, 2014

200th Planning Mid-term of Skywalk Council in Meeting an Institutional of IRC, New Area Delhi

7

PLANNING & DESIGN CONSIDERATION OF SKYWALK•

Other Factors to be considered from Planning Point of View:

•

Width of Median.

•

Magnitude of pedestrian traffic crossing the road intersections

•

Approximate number of jaywalkers

•

Height and age of the buildings abutting the development

•

Terrain of the underlying roads

•

Degree of conflicts between magnitude of vehicular and pedestrian traffic

•

Abutting Land use

•

Delay and frustration experienced by the pedestrians in crossing the roads

•

Magnitude of pedestrian traffic involved in road traffic accidents while crossing.

•

Skywalk would be appropriate with the possibility of linking business activities with the pedestrian areas.

•

Planning & Designing should ensure direct accessibility on link between the activity generating areas. Thursday, January 02, 2014


8

Points for Consideration for Economic Feasibility of Developing Skywalks •

Benefits of saving in travel time due to direct link between origin and destinations.

•

Improvement in the Level of Service for pedestrian traffic along and across the street.

•

Making zero conflicts between pedestrian and vehicular traffic across the street.

•

Saving in pedestrian accidents on roads.

•

Possibility of linking business within and around the pedestrian skywalks.

•

Possibility of Increase in property value due to increase in accessibility to pedestrian traffic.

•

Enhancement of environmental quality of the urban roads. Thursday, January 02, 2014


9

CASE STUDIES-

To study the skywalks and their role as a pedestrian facility skywalks from different parts of the world are studied as case study including: •

Calgary +15 Walkway

•

Downtown Minneapolis Skywalk

•

Downtown Saint Paul

• Shin-Yi •

Skyways

Bandra Skywalks, Mumbai −

Bandra (E)- Kalanagar Skywalk, Mumbai

−

Bandra (W) Skywalk, Mumbai



10

Best Practices on Skywalk •

The world's largest skyway network – Calgary, Alberta's "+15 Walkway" system – has a total length of 16 km (9.9 mi). However, the system is discontinuous, and it does not connect every downtown building.

• The

largest continuous network of skyways in

USA – the Minneapolis Skyway System – spans 8 miles (13 km) connecting 69 blocks in downtown Minneapolis.



11

Downtown Minneapolis Skywalk •

In 2008, the highest daily volumes foot fall were recorded on skyways linking City Center to Macy's and Gaviidae Common.

•

Another busy location was the Northstar Center food court escalator connecting the ground floor of the building to the skyway.

•

It was observed that half the retail locations involved in the skyway study saw traffic increases from the previous year.

•

the development of skywalk acted as a catalyst to increase the significant movement of the pedestrian traffic.



12

Downtown Saint Paul •

The man credited for bringing the start of the skyway system to Saint Paul is Watson Davidson.

•

The Davidson family once owned a large part of downtown Saint Paul, including the historical Pioneer and Endicott Buildings.

•

After seeing the initial success in Minneapolis, he was convinced that Saint Paul needed to have skyways too. He built one in 1967, linking the Federal Courts Building to the Pioneer Press Building.



13

Shin-Yi Skyways The four branches of XINYI PLACE are located between Songzhi and Songren Roads and connected by a skywalk to neighboring malls (including TWTC).



14

Recently Constructed Bandra Skywalk



15

Bandra Skywalks, Mumbai Mumbai Metropolitan Region Development Authority (MMRDA) has initiated a project of skywalks under the Station Area Transit Implement Scheme (SATIS). It integrates pedestrian movement with railway station. Bandra Skywalk, from Bandra Station (E) to Kalanagar, covering 1.46 km having 4 mt wide walkway on Bandra (W) side and 864m on Bandra (E) side. (Mumbai Metropolitan Region Development Authority 2008)

Name of Skywalk

Bandra (E) Court

Bandra (E) Kalanagar

Bandra (W)

Original date of completion

25-05-2009

24-06-2008

17-07-2009

Anticipated date of completion

13-02-2009

26-06-2008

15-08-2010

Name of Contractor

M/s Dass Offshore

M/s Dass Offshore

M/s L Kumar

Length of SKW (in M)

494

970

864

2328

Width of SKW (in M)

4

4

4&3

4&3

Name of PMC

S.N.Bhobe

S.N.Bhobe

S.N.Bhobe

S.N.Bhobe

Present status

Completed

Completed

Completed

Completed



Total

16

Bandra Skywalks, Mumbai MUMBAI: The skywalk project has started yielding profits for the Mumbai Metropolitan Region Development Authority ( MMRDA) which is raking in Rs 8.2 crore as advertisement revenue for the Bandra East and West skywalks.

They were expecting to generate more funds from the city's other skywalks. "There are 30 skywalks in the city which are being used by a million people. •

Some of them are in premium revenue generating spots and we hope to use the funds generated for development projects in the city and region," he said.

•

The skywalk project was discontinued after strong protests from citizen groups.

•

Shopkeepers perceived them as a threat to their business.

The Bandra East skywalk was constructed in two phases, the Bandra station to Bandra Court(494 metres) Bandra Station to Kalanagar(970 metres) and Bandra West(864 metres). •

In starting MMRDA tried to get advertising revenues from the Bandra skywalk earlier they failed to get a proper response as there was a recession in the country. Thursday, January 02, 2014


17

Objectives of Developing Skyways in Foreign Countries •

Because of the inclement weather in winter,

•

the skyway increased the property values of those second-story retailers and had attracted large numbers of people to the area.

•

the skyway system had been continuously developed in Minneapolis and had formed a traffic network in the city core.

•

From then on, the major goal of building the skyway system to provide a climate-controlled environment had shifted to spur the city’s economy.

•

to strengthen the public transit system

•

expand the service area, and

•

improve the entire area’s development

The private developers, applied for linkages to the system in order to increase their own profits. As a result, one can conclude that the skyway system in the Makuhari area is constructed for the transportation and economic motives.



18

Benefits of Skyways To provide a pedestrian-friendly environment and encourage the commercial development in a city core are regarded as the two major and interrelated advantages of skyways. i. Creating Pedestrian-Friendly Environment- As they separates vehicles & pedestrians improving safety & allowing pedestrians to stroll freely if connected to different buildings of downtown. ii. Encouraging Commercial Development Traffic Aspect- Travel behaviour has been changed due to the development of skyway system in downtown as it allows people to park in garages of fringes & reach their destinations in city core. Economic Aspect- Before planning of Skyway system the retailing in downtown Minneapolis had been deteriorating which was able to recover after that system planning, Kaufman (1985) also credits the skyway system for assisting in transforming the city core into a popular spot with a mixture of land uses. Thursday, January 02, 2014


19

Concerns on Skyway Development i. Impact on Street-Level Retail ii. Urban Design and City Image iii. Issues on Traffic The skyway entrances are usually located in private buildings, making it hard for the skyway users to find their ways to the system. Robertson (1994) therefore stresses the importance of a clear directional system. Robertson (1994) observes that some of the skyways in Minneapolis are not open in the night time or on weekends, which affects the accessibility of the skyway system. Moreover, the operating hours are inconsistent on holidays, causing users to be unsure of when the skyways are open.



20

Conclusions from the Indian Literature Studies: Major issues: • Lack

of maintenance, damaged parts on skywalk either flooring or of roofing, dark stretches and encroachment leads to insecurity and safety issues and may create law and order problems especially for women at night.

•

Whether a facility is working in peak hour, it must fulfil the purpose for which it is meant to i.e.; useful for crossing and walking all day and even in late night hour.

• Proper

facility should be provided at places for commuters giving them flexibility to get over and climb off the facility without extra efforts in case of physically challenged it is mandatory.

• It

must connect variety of places or activities rather connecting a single activity zone to make full use of it even in odd hours.

•

Another issue is of encroachment of areas under the skywalk structure so proper monitoring by the local authorities and the police needs to be maintained.



21

Conclusions from the Literature Studies: Learnings/ Inclusions that can be adopted from international casestudies: •

A skywalk must be designed in a proper way that it would not deteriorate the urban design of that area.

•

A Skywalk network must be developed by keeping in mind the different variety of land uses and activities.

• Such

facility can be developed to connect buildings on upper floors to

make it more feasible and more efficient by providing a concourse level/ area for pedestrian circulation.



22

VARIOUS FUNDING OPTIONS TO DEVELOP SKYWALKInvolve private sector to reduce costs through higher efficiency Compromise service quality to reduce costs Exploit other assets – property development Make non-user beneficiaries pay Public subsidy



23

Funding Options/ PPP a)

Revenues from Hoardings/ advertisements on sides of Skywalk

b)

Revenues from Rental from Kiosk along and below the staircases

c)

Revenues from some portion of ticket fares of metro ride.

d)

Revenues from tickets purchased by the tourist visiting tourist destinations.

e)

Revenues from the private shopping centers/ malls being connected through the skywalks.

f)

Revenues from the places of sight seeing being connected with the skywalks (Museums, Libraries etc.)

g)

Funding from PPP model (concessioner generating revenue from by developing the skywalk)

h)

Revenues from exhibits displayed on the walls of skywalks

•

TAXATION

–

Employment Tax

–

Transport Tax: Like in Paris, companies employing more than nine people pay this tax – a share of the wage bill – towards public convenience facilities.

–

Betterment Levy (Land Value Capture): This is a tax that the state collects on a plot of land that its actions have in some way made “better”. A Share of enhanced value can be used toward financing public transport and is being extensively followed in Colombia.

–

Other Dedicated Taxes: Tax on entry to core city area (like in London) etc.

•

COMMERCIAL EXPLOITATION OF PROPERTY

–

Exploit Air Rights Over Station Buildings, Terminals and other Facilities

–

Exploit Land Specially Provided for development

–

Build and Sell or Rent property: This can be used to meet capital costs or annual operating costs.

•

ADDITIONAL SOURCES –

Advertising Revenues

Methodology adopted in the study: Aim Objectives Relevant Literature studies

Best practices

Failure reasons

Inferences

Planning

from studies

considerations

Planning process for Skywalk

Secondary Data Collection

Primary Data Collection

• Pedestrian Accident Data

Surveys • Pedestrian volume count

• Advertisement Revenue Data

• Origin & Destination survey

• Skywalk Estimate Data

• Willingness to use

such facilities

• Pedestrian opinion Survey • Warrants of Pedestrian facility planning

Data Analysis

Estimating & Costing

Financial Analysis

Calculation of Economic Losses

Economic Analysis

Conclusions Planning proposal Thursday, January 02, 2014


26

STUDY AREAS PROFILE: ITO



27

Study Area Profile The study area was choosen depending on various reasons. The growth of Indraprastha area as a major work centre in Delhi has been very fast over the past few decades and the problem of peak hour congestion is severe here.

LAND USE

DISTRIBUTION

Recreational

44%

Public Semi Public

28%

Govt Offices

17.5%

Commercial

12%

Educational

0.5%

Indraprastha, as a major work centre of Delhi, has almost 25000 employees working here in 101 different institutions of govt. departments as well as private sector offices. It is one of the main institutional areas in Delhi. It has a railway station, 2 metro stations any many bus stops generating a lot of pedestrian trips. Thursday, January 02, 2014


28

DATA ANALYSIS



29

Primary Data: Across Movement of Pedestrian

The above graph shows hourly variation in Pedestrian Volume across Foot Over Bridge. The peak hour on FOB is at noon time (1:30- 2:30) with 1524 footfalls while least at evening time (7:30- 8:30) with 533 counts as the pedestrian movement in area tends to decrease in evening.

This graph shows maximum pedestrian flow in morning (9:30- 10:30) along Pragati Maidan- RCA Chowk with 2777 pedestrians walking along and least in afternoon (2:30- 3:30) with 1194 pedestrians.

The graph shows hourly variation in Pedestrian Volume across Ram This graph indicates maximum pedestrian flow in morning along Charan Agrawal Chowk. The peak hour on junction is in morning RCA Chowk- SPA in morning peak hour (9:30- 10:30) with 3680 (9:30- 10:30) with 1740 Pedestrians least in afternoon time (2:30- 3:30) pedestrians and least in evening (6:30- 7:30) with 1404 pedestrians. Thursday, January 02, 2014 200th Planning Mid-term of Skywalk Council in Meeting an Institutional of IRC, New Area Delhi 30 with 1114 footfalls.

Primary Data: Pedestrian Survey Analysis

It is clear from the chart that maximum people i.e.; about 75% travels in area for work purpose only as it is an institutional area and next comes the purpose of education with approx. 18%.

78% of the pedestrians walking in area the area male while females are 22% only.

These pedestrians visiting the area are regular visitors with 85% of the people visiting ITO daily for work & education purpose.

The 65% of the pedestrians walking in area the area are visitors from different parts of NCR while other 5% are local residing nearby areas of ITO.

55% of the pedestrians are from age group of 20-30 years and 42% of age group 30-40 years of age which shows large no. of pedestrians capable of walking.

Total 63% of the total pedestrians think that the quality of facility for pedestrian is of good quality and they are satisfied with that while other 37% finds it unsatisfactory.

Primary Data: Pedestrian Survey Analysis

Majority of the surveyed pedestrians i.e.; approx. 78% thinks that the surrounding walking environment is not safe while only 28% says that it’s safe.

80% of the surveyed people said that they are ready to shift to such an elevated facility which not only protects them from climate and also provide them a kind of secure feeling.

Only 30% of the pedestrians of the surveyed pedestrians feels that surrounding walking environment is pleasant while other 70% thinks that its not.

Crossing facility not satisfactory because n shading provided, the crossing is not safe and als environment is not pleasant because vehicul traffic is high, there is litter on FOB, it is long & f & steps are inconvenient. • Crossing facility is unsatisfactory because it discontinuous & not safe as it is accident prone d to too much traffic, FOB is inconvenien surrounding walking environment is not pleasant it is crowded & its not safe because of lot vehicular activity. Crossing facility is not safe vehicles does not stops at stop line, FOB is havin ramp design inappropriate, surrounding walkin environment is not safe as it is crowded. • Crossing facility is unsatisfactory because it is f from college & not safe due to traffic. • surrounding walking environment is not pleasa •

39% of the surveyed pedestrians are ready to pay for using the facility while 61% thinks that it must be a free service and they are not going to pay.

25% of the pedestrians of the total 39% who are ready to pay are ready to pay up to 3/- as usage charges for the facility while remaining 61% had already refused to pay.

Secondary Data Collection Calculation of Economic Losses Due to Accidents & Waiting at Junction Economic Losses Avg. Monthly Income @ 25 working Days 1 Day income @ 8 hrs. a day Hourly Income income/ minute (in Rs.) Economic loss of delay at junction/ person/ crossing @3 min./ crossing (in Rs.) No. of persons crossing in peak hour No. of persons crossing in 12 hour Economic loss of delay at junction in peak hour (in Rs.) Economic loss of delay at junction/ Day (in Rs.) Economic loss of delay at junction/ Month (in Rs.) Economic loss of delay at junction/ person/ year Average Economic losses incurred due to road accidents in a year Total Economic losses incurred in a year

Rs. 35,000 Rs. 1,400 Rs. 175 Rs. 2.92 Rs. 8.75 1,740 16,535 Rs. 15,225 Rs. 1,44,681 Rs. 36,17,031 Rs. 4.34 Crore Rs. 0.818 Crore Rs. 5.16 Crore

Calculation of Advertisement Revenue Costing Advertisement Revenue Costing

Total length of Skywalk (in m) Height of advertisement panel from floor (in m) Maximum height of advertisement panel in Skywalk (in m) Taking average height of advertisement panel in Skywalk (in m) Total advertiseable length on Skywalk @ 20% (in m) Total advertiseable area on Skywalk @average 1.5m height panel (in sq.m) MCD charges for advertisements per sq ft/ month MCD charges for advertisements per sq m/ month Total revenue from advertisements on Skywalk/ month Total revenue in 1st year, from advertisements


1,000 1.8 3.0 1.5 400 600 819 8,816 52.89 Lakhs 6.35 Crore


33

Project Cost Various items for estimating the project cost

a)

Cost of elevated structure

b)

Cost of travelator

c)

Cost of escalator/ stair case

d)

Links cost between building and the elevated structure

e)

Lighting cost

f)

Cost of the roof

g)

Cost for plantations

h)

Cost of signage

i)

Cost of diversion of utilities

j)

Cost of additional structure to support kiosk/ any business activities for generation of revenues

k)

Operation Cost

l)

Maintenance cost

Project Cost Cost Estimate•

The cost of the skywalk is estimated by referring the cost of the various items to be used in the construction of the facility with the reference of the cost of construction of the Bandra Skywalks of Mumbai. The cost estimation also refers the estimate process adopted by the IL&FS for their work for “Pre-Feasibility Report for Development of Modern Foot Over Bridges on PPP format for each City in Karnataka to Infrastructure Development Department”.

Data Used For Calculation: •

Length of Skywalk

-1000 m (approx.)

•

Cost of Skywalk

-40,00,00,000 (approx.)

• Tentative

time required to Construct Skywalk

• Installation •

& Maintenance cost of Escalators

Installation & Maintenance cost of Lift

-12 months -75 lakhs for 3 years -10 lakhs for installation & maintenance varies

Adertisement Revenue of the Skywalk:

ADVERTISEMENT charges of MCD was referred & considering the 20% of the length of the skywalk to be used for advertisement on both sides of the walkway. •

Total advertisement revenue of 1st year

-Rs. 6.35 Crore

FEASIBILITY STUDY-

The detailed Feasibility study has conducted with respect to both Economic & Financial aspects. For the feasibility analysis cost estimate is prepared, some assumptions were also made then calculations are done for both financial and economic analysis.



36

Assumptions-

The following are the key assumptions in Economic Analysis: Construction period

-12 months (July 2013- June 2014)

Project concession period

-30 years

Project cost

-40 Crore (approx.)

Discount factor

-10%

The average monthly income

-35000/-

No major repair works needed after a time period as maintenance work is carried out every year will be sufficient. The following are the key assumptions in Financial Analysis: Key assumptions in Financial Analysis: Tax rate

-35%

Discount rate

-10%

Depreciation Rate of structure cost

-25%

Equity @33.33% and Debt @66.67% Loan Amount

-13.5 Crore in each 1st & 2nd year

Future value of 20 Cr for 1st year

-23.2 Crore

Future value of 20 Cr for 2nd year

-26.912 Crore

Total Future Value of Loan

-50.112 Crore

Loans repay time

-10 years

Interest rate-

-16%

Annuity-

-7.00 Crore



37

Economic Analysis:

While working out the economic losses due to the delay incurred for crossing a road in busy ITO area.

EIRR

10%

On the basis of the above assumptions supported with

NPV (in Crore)

89.3

observed average delay due to crossing of road by pedestrians of 3 minutes, the total economic losses by the pedestrians using ITO area on a normal day was worked out & found Rs. 3.92 Crore per year. Financial Analysis:

The financial analysis was done with the above specified assumptions and the further analysis shows with respect to NPV, B/C ratio & FIRR method shows the values to be Rs. 36.97 Crore, 5.78 & 19.685% respectively.

Discounted Benefit (in Crore) Discounted

Cost

(in

Crore)

51.36

B/C Ratio

2.74

19.685 FIRR

%

PV (in Crore)

36.97

Discounted Benefit (in Crore) Discounted


140.66

Crore)


296.68 Cost (in 51.36 38

Cost Benefit Analysis (in Crore) Project yrs.

Cost Year

Capital

Operation

Maintenance

Cost

Cost

Cost

Benefit

Considered Total Cost

Total Cost

Delay cost

Accident Cost

Discount Total Benefits

Factor10%

Discount

Discount

Cost

Benefit

NPV

-1

2013

24.00

0.00

0.00

24.00

21.60

0.00

0.00

0.00

0.0000

21.60

0.00

-21.60

0

2014

16.00

0.00

0.00

16.00

14.40

0.00

0.00

0.00

1.0000

14.40

0.00

-14.40

1

2015

0.00

0.80

0.77

1.57

1.41

4.34

0.82

5.16

0.9091

1.28

4.69

3.41

2

2016

0.00

0.80

0.77

1.57

1.41

4.77

0.90

5.67

0.8264

1.17

4.69

3.52

3

2017

0.00

0.80

0.77

1.57

1.41

5.25

0.99

6.24

0.7513

1.06

4.69

3.63

4

2018

0.00

0.80

0.77

1.57

1.41

5.78

1.09

6.87

0.6830

0.96

4.69

3.73

5

2019

0.00

1.60

0.77

2.37

2.13

6.35

1.20

7.55

0.6209

1.32

4.69

3.37

6

2020

0.00

0.84

0.81

1.65

1.48

6.99

1.32

8.31

0.5645

0.84

4.69

3.85

7

2021

0.00

0.84

0.81

1.65

1.48

7.69

1.45

9.14

0.5132

0.76

4.69

3.93

8

2022

0.00

0.84

0.81

1.65

1.48

8.46

1.59

10.05

0.4665

0.69

4.69

4.00

9

2023

0.00

0.84

0.81

1.65

1.48

9.30

1.75

11.06

0.4241

0.63

4.69

4.06

10

2024

0.00

1.68

0.81

2.49

2.24

10.23

1.93

12.16

0.3855

0.86

4.69

3.83

11

2025

0.00

0.88

0.85

1.73

1.55

11.26

2.12

13.38

0.3505

0.54

4.69

4.14

12

2026

0.00

0.88

0.85

1.73

1.55

12.38

2.33

14.72

0.3186

0.50

4.69

4.19

13

2027

0.00

0.88

0.85

1.73

1.55

13.62

2.57

16.19

0.2897

0.45

4.69

4.24

14

2028

0.00

0.88

0.85

1.73

1.55

14.98

2.82

17.81

0.2633

0.41

4.69

4.28

15

2029

0.00

1.76

0.85

2.61

2.35

16.48

3.11

19.59

0.2394

0.56

4.69

4.13

16

2030

0.00

0.93

0.89

1.81

1.63

18.13

3.42

21.55

0.2176

0.36

4.69

4.33

17

2031

0.00

0.93

0.89

1.81

1.63

19.94

3.76

23.70

0.1978

0.32

4.69

4.37

18

2032

0.00

0.93

0.89

1.81

1.63

21.94

4.13

26.07

0.1799

0.29

4.69

4.40

19

2033

0.00

0.93

0.89

1.81

1.63

24.13

4.55

28.68

0.1635

0.27

4.69

4.42

20

2034

0.00

1.85

0.89

2.74

2.47

26.55

5.00

31.55

0.1486

0.37

4.69

4.32

21

2035

0.00

0.97

0.93

1.90

1.71

29.20

5.50

34.70

0.1351

0.23

4.69

4.46

22

2036

0.00

0.97

0.93

1.90

1.71

32.12

6.05

38.17

0.1228

0.21

4.69

4.48

23

2037

0.00

0.97

0.93

1.90

1.71

35.33

6.66

41.99

0.1117

0.19

4.69

4.50

24

2038

0.00

0.97

0.93

1.90

1.71

38.87

7.32

46.19

0.1015

0.17

4.69

4.51

25

2039

0.00

1.94

0.93

2.88

2.59

42.75

8.05

50.81

0.0923

0.24

4.69

4.45

26

2040

0.00

1.02

0.98

2.00

1.80

47.03

8.86

55.89

0.0839

0.15

4.69

4.54

27

2041

0.00

1.02

0.98

2.00

1.80

51.73

9.75

61.48

0.0763

0.14

4.69

4.55

28

2042

0.00

1.02

0.98

2.00

1.80

56.90

10.72

67.62

0.0693

0.12

4.69

4.56

29

2043

0.00

1.02

0.98

2.00

1.80

62.59

11.79

74.39

0.0630

0.11

4.69

4.57

30

2044

0 00

2 04

0 98

3 02

2 72

68 85

12 97

81 82

0 0573

0 16

4 69

4 53

FINANCIAL ANALYSIS (in Crore) Project yrs.

Year

Capital Advertiseme Commerci Cost

Total

nt Revenue al Revenue Revenue

O&M

Net

Expense operating s

income

Interest Depreci paid

ation

Profit Before

Net Profit Taxes

Taxes

After Taxes

Cash Flow After Taxes

Present

Discount

Value of

Factor-

CFAT

10%

NPV

-1

2013

24.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

-24.00

-24.00

0.0000

-23.87

0

2014

16.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

-16.00

-16.00

1.0000

-14.40

1

2015

0.00

6.35

3.60

9.95

1.57

8.38

5.41

8.46

-5.49

0.00

-5.49

4.86

4.42

0.9091

7.02

2

2016

0.00

6.66

4.14

10.80

1.57

9.24

5.16

6.34

-2.26

0.00

-2.26

5.89

4.86

0.8264

6.36

3

2017

0.00

7.00

4.76

11.76

1.57

10.19

4.86

4.76

0.57

0.00

0.57

7.03

5.28

0.7513

5.76

4

2018

0.00

7.35

5.48

12.82

1.57

11.26

4.52

3.57

3.17

0.00

3.17

8.32

5.68

0.6830

5.23

5

2019

0.00

7.72

6.30

14.01

2.37

11.64

4.13

2.68

4.84

0.00

4.84

8.96

5.57

0.6209

4.48

6

2020

0.00

8.10

7.24

15.34

1.65

13.70

3.67

2.01

8.02

1.97

6.06

9.35

5.28

0.5645

4.30

7

2021

0.00

8.51

8.33

16.83

1.65

15.19

3.13

1.51

10.55

2.58

7.96

10.57

5.42

0.5132

3.92

8

2022

0.00

8.93

9.58

18.51

1.65

16.86

2.51

1.13

13.22

3.24

9.98

11.99

5.59

0.4665

3.57

9

2023

0.00

9.38

11.01

20.39

1.65

18.75

1.80

0.85

16.10

3.94

12.16

13.63

5.78

0.4241

3.27

10

2024

0.00

9.85

12.66

22.51

2.49

20.03

0.97

0.63

18.43

4.51

13.91

14.88

5.74

0.3855

2.88

11

2025

0.00

10.34

14.56

24.90

1.73

23.18

0.00

0.48

22.70

7.94

14.75

15.23

5.34

0.3505

2.73

12

2026

0.00

10.86

16.75

27.60

1.73

25.88

0.00

0.36

25.52

8.93

16.59

16.95

5.40

0.3186

2.50

13

2027

0.00

11.40

19.26

30.66

1.73

28.93

0.00

0.27

28.66

10.03

18.63

18.90

5.47

0.2897

2.30

14

2028

0.00

11.97

22.15

34.12

1.73

32.39

0.00

0.20

32.19

11.27

20.92

21.12

5.56

0.2633

2.12

15

2029

0.00

12.57

25.47

38.04

2.61

35.43

0.00

0.15

35.28

12.35

22.93

23.08

5.53

0.2394

1.91

16

2030

0.00

13.20

29.29

42.49

1.81

40.68

0.00

0.11

40.56

14.20

26.37

26.48

5.76

0.2176

1.80

17

2031

0.00

13.86

33.69

47.54

1.81

45.73

0.00

0.08

45.64

15.98

29.67

29.75

5.89

0.1978

1.66

18

2032

0.00

14.55

38.74

53.29

1.81

51.47

0.00

0.06

51.41

17.99

33.42

33.48

6.02

0.1799

1.54

19

2033

0.00

15.28

44.55

59.83

1.81

58.01

0.00

0.05

57.97

20.29

37.68

37.73

6.17

0.1635

1.43

20

2034

0.00

16.04

51.23

67.27

2.74

64.53

0.00

0.04

64.50

22.57

41.92

41.96

6.24

0.1486

1.31

21

2035

0.00

16.84

58.92

75.76

1.90

73.86

0.00

0.03

73.83

25.84

47.99

48.02

6.49

0.1351

1.23

22

2036

0.00

17.68

67.76

85.44

1.90

83.54

0.00

0.02

83.52

29.23

54.29

54.31

6.67

0.1228

1.14

23

2037

0.00

18.57

77.92

96.49

1.90

94.58

0.00

0.02

94.57

33.10

61.47

61.48

6.87

0.1117

1.07

24

2038

0.00

19.50

89.61

109.10

1.90

107.20

0.00

0.01

107.19

37.52

69.67

69.68

7.07

0.1015

0.99

25

2039

0.00

20.47

103.05

123.52

2.88

120.64

0.00

0.01

120.64

42.22

78.41

78.42

7.24

0.0923

0.92

26

2040

0.00

21.49

118.51

140.00

2.00

138.00

0.00

0.01

138.00

48.30

89.70

89.70

7.53

0.0839

0.86

27

2041

0.00

22.57

136.28

158.85

2.00

156.85

0.00

0.00

156.85

54.90

101.95

101.96

7.78

0.0763

0.81

28

2042

0 00

23 70

156 73

180 42

2 00

178 42

0 00

0 00

178 42

62 45

115 97

115 98

8 04

0 0693

0 76

Conclusions of the Analysis: 1.

Analysis of the pedestrian traffic with respect to magnitude along the road reveals that pedestrians are exposed to very deteriorating level of service primarily dictated by level of service F.

2.

Average pedestrian delay observed in front of Police Head Quarters is more than one and half minutes reflecting the quality of Level of Service F.

3.

Study reveals that the delay experienced by the pedestrians at the intersection is more than 2 minutes; this also reflects deteriorating condition of pedestrian movement dictated by Level of Service F.

4.

Analysis further reveals at least there are 2 victims of pedestrian traffic killed in the ITO area per year.

5.

The analysis with respect to PV2 suggests the need for grade separated facility.

Conclusions of the Analysis: 6.

The study also reveals that 39% of the pedestrians are willing to pay at least Rs. 2/- for using the skywalk facility & total of 80%pedestrians would be interested to shift for the skywalk facility.

7.

Economic & financial analysis also suggest a significant benefit to be approved as against the total cost of the development of skywalk with a EIRR & NPV of 10% & 34.63% Crore and FIRR 22% & NPV 36.97 Crore respectively.

8.

The problem of pedestrian traffic moving along & across the road in the area is as severe as indicated above with respect to LOS & coupled with accident more than 5/ year. This is one of the serious issues of pedestrian problem to be addressed & can be addressed only through the gradeseparated facility like Skywalk.

TENTATIVE GUIDELINES: •

TENTATIVE GUIDELINES-

•

By understanding the different case studies and the present condition of the study area an approach to the tentative Guidelines for development of Skywalk is been developed as follows:

General: •

Where appropriate facilities for pedestrian traffic at grade, cannot be accommodated or not feasible.

•

If strong desire line for pedestrian movement exist within 150 m of the landing of an existing flyover.

•

Preferably grade separated crossings to be planned & designed as a part of an integrated BRT proposal.

•

Exceptional FOB may be permitted where a facility for pedestrian movement at grade is not possible to be accommodated or feasible. Source: UTTIPEC

TENTATIVE GUIDELINES: Location: •

Should be developed at a large scale pedestrian generating areas possibly linking of areas such as shopping, School, Civic, Public- Semi public, Bus Station, Railway Station, etc.

Accessibility Consideration: •

Skywalk should be free from encroachment.

•

Free from all kinds of encroachments in general pedestrian dispersal point in particular.

Engineering feasibility: •A

minimum or 3 m of width of skywalk is preferable where without any commercial

exploitation & minimum of 5 m is required for commercial exploitation with respect to accommodating shops within the skywalk. • Minimum • Vehicle

width of staircase- 3 m

clearance- 5.5 m from road surface

• All public staircase, ramp/ elevator • Cycle

design standards to be followed.

Elevators should be provided at every alternate FOB and should be 1400 x 2000 mm

• Relocation of overhead services must be Source: UTTIPEC

considered while designing the structure.

TENTATIVE GUIDELINES: Usability:

All year round weather protection- It should ensure all year round weather protection. Lighting for safety and visibility−

Skywalk must deliver a sense of security and safety even during evening/night.

−

Adequate lighting must be provided at both access points and along the Skywalk.

−

Lighting level on and around the Skywalk must be minimum 20 lux.

−

Access to the FOB should also be well lit.

Seating –

Resting places and seating must be provided at minimum two locations along the Skywalk and at every 100 m length of skywalk.

Garbage Disposal –

Garbage bins must be located adjacent to both access points.

Way Finding/information maps –

Signage indicating the location of various activity zones as per standards must be provided as per standard. Where appropriate, particularly near pedestrian attractors, way-finding / information maps must be provided.

Source: UTTIPEC

TENTATIVE GUIDELINES: Guidelines based on Economic Analysis: •It

should have minimum EIRR of 10% with positive NPV coupled with B/C ratio to be more

than 1. •Based

on minimum number of fatalities 2 in a year.

Guidelines based on Financial Analysis: •FIRR •PPP

should be ≥18% with substantial NPV values.

modal should be one of the means of successful implementation of for a Skywalk

facility. •The following funding options could be

used for successful development of Skywalk facility.

−Revenues from Hoardings/ advertisements on sides of Skywalk −Revenues from Rental from Kiosk along and below the staircases −Revenues from some portion of ticket fares of metro ride. −Revenues from tickets purchased by the tourist visiting tourist destinations. −Revenues from the private shopping centers/ malls being connected through the skywalks. −Revenues from the places of sightseeing being connected with the skywalks (Museums, Libraries etc.) −Funding from PPP model (concessioner generating revenue from by developing the skywalk)

Other factors to be considered from Planning point of view: 1.

Width of Median.

2.

Magnitude of pedestrian traffic crossing the road intersections

3.

Approximate number of jaywalkers

4.

Height and age of the buildings abutting the development

5.

Terrain of the underlying roads

6.

Degree of conflicts between magnitude of vehicular and pedestrian traffic

7.

Abutting Land use

8.

Delay and frustration experienced by the pedestrians in crossing the roads

9.

Magnitude of pedestrian traffic involved in road traffic accidents while crossing.

10. Skywalk would be appropriate with the possibility of linking business activities with the pedestrian areas. 11. Planning & Designing should ensure direct accessibility on link between the activity generating areas.

CONCLUSIONS-

From the above study it is observed and proved that the existing condition of the study area is very deteriorating from the pedestrian point of view and hence some improvement is needed in extreme urgency for betterment of the condition. The study also proves that from the aspect of Economic & Financial Analysis the planning of a facility like Skywalk is feasible and the pedestrian are ready to use such facility for safety, time saving and convenience.

•

REFERENCES-

•

Annual Report- Government of India Ministry of road Transport and Highways Transport Research Wing, 2011, New Delhi, Road Accidents in India.

•

Australian Standards – AS1428

•

“Chapter 12.06 SKYWALK ORDINANCE, 12.06.090 Minimum Design Standards”, 70.168.205.112/davenport_ia/lpext.dll/Infobase/dportt12.htm/t12_06.htm?fn=document-frame.htm&f=templates&2.0 Accessed 04/12/2012, 12:08

•

Evaluation of capacity augmentation projects of National Highways and State Highways, (2000), Final Report, Ministry of Surface Transport, GOI, New Delhi

•

IRC: 103-2012

•

KSIIDC-IL&FS Project Development Company (KIPDC), 28th October, 2009, “Pre -Feasibility Report for Development of Modern Foot Over Bridges on PPP format for each City in Karnataka to Infrastructure Development Department”.

•

Mohan, D. Traffic Safety and Healthy Indian Cities. IIT, New Delhi

•

PAI, J.T., Lee, C.P. and Cheng, J.J. 2007. “Exploring Issues and Strategies of Developing Skyway Systems: A Case Study of THE Taipei Shin-Yi District” Journal of the Eastern Asia Society for Transportation Studies, Vol. 7, 1781-1793

•

Partheeban, P., Arunbabu, E. and Rani Hemamalini, R. 2008. “Road accident cost prediction model using s ystems dynamics approach” TRANSPORT, 23(1): 59– 66

•

UTTIPEC Street Design Guidelines

Bandra Skywalk

Recommend Documents