Dr. P.K. Sarkar Professor, Department of Transport Planning, School of Planning & Architecture, New Delhi Prakash Chand Arya Thesis, M. Plan, Department of Transport Planning, School of Planning & Architecture, New Delhi Introduction Mobility and Accessibility are an integral component for planning and design of road transport infrastructure. Pedestrian traffic is most neglected road users while planning and designing the road transport infrastructure. Significant portions of road users killed in the road accidents are pedestrians. Present approach for planning and designing for pedestrian traffic is not user friendly. The fund allocated for pedestrian facilities is insignificant as compared to total cost of road project. Need for innovative approach to ensure safe & secured movement of pedestrian traffic in along/across congested roads in urban areas. Thursday, January 02, 2014 2 Planning of Skywalk in an Institutional Area Pedestrian traffic exposed to road accidents Thursday, January 02, 2014 3 Planning of Skywalk in an Institutional Area Need of the Study The study has been carried out because it was felt that in 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 of pedestrian traffic and their associated 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 to conduct a detailed feasibility study for development of skywalk facilities in general and specific locations in particular. Thursday, January 02, 2014 4 Planning of Skywalk in an Institutional Area 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 literatures including the best practices with respect to provision of Skywalk on congested road network. To examine the feasibility for development of Skywalk facility on congested road network. To evolve guidelines for development of Skywalk facilities in Urban areas. Thursday, January 02, 2014 5 Planning of Skywalk in an Institutional Area 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. Thursday, January 02, 2014 6 Planning of Skywalk in an Institutional Area Primary Data Collection Methodology adopted in the study: Relevant Literature studies Aim Objectives Best practices Failure reasons Planning process for Skywalk Surveys Pedestrian volume count Origin & Destination survey Willingness to use such facilities Pedestrian opinion Survey Warrants of Pedestrian facility planning Data Analysis Planning proposal Conclusions Inferences from studies Planning considerations Secondary Data Collection Pedestrian Accident Data Advertisement Revenue Data Skywalk Estimate Data Calculation of Economic Losses Estimating & Costing Financial Analysis Economic Analysis 7 Thursday, January 02, 2014 200th Mid-term Council Meeting of IRC, New Delhi Thursday, January 02, 2014 7 Planning of Skywalk in an Institutional Area Thursday, January 02, 2014 Planning of Skywalk in an Institutional Area 8 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 Planning of Skywalk in an Institutional Area 9 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 Planning of Skywalk in an Institutional Area 10 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 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. Thursday, January 02, 2014 11 Planning of Skywalk in an Institutional Area 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. Thursday, January 02, 2014 12 Planning of Skywalk in an Institutional Area 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. Thursday, January 02, 2014 13 Planning of Skywalk in an Institutional Area 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). Thursday, January 02, 2014 14 Planning of Skywalk in an Institutional Area Recently Constructed Bandra Skywalk Thursday, January 02, 2014 15 Planning of Skywalk in an Institutional Area Bandra Skywalks, Mumbai Name of Skywalk Bandra (E) Court Bandra (E) Kalanagar Bandra (W) Total 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 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) Thursday, January 02, 2014 16 Planning of Skywalk in an Institutional Area 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 Planning of Skywalk in an Institutional Area 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 citys economy. to strengthen the public transit system expand the service area, and improve the entire areas 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. Thursday, January 02, 2014 18 Planning of Skywalk in an Institutional Area 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 Planning of Skywalk in an Institutional Area 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. Thursday, January 02, 2014 20 Planning of Skywalk in an Institutional Area 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 Thursday, January 02, 2014 200th Mid-term Council Meeting of IRC, New Delhi Thursday, January 02, 2014 21 Planning of Skywalk in an Institutional Area Conclusions from the Literature Studies: Learnings/ Inclusions that can be adopted from international case- studies: 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 Thursday, January 02, 2014 200th Mid-term Council Meeting of IRC, New Delhi Thursday, January 02, 2014 22 Planning of Skywalk in an Institutional Area Thursday, January 02, 2014 Planning of Skywalk in an Institutional Area 23 VARIOUS FUNDING OPTIONS TO DEVELOP SKYWALK- Involve 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 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 Primary Data Collection Methodology adopted in the study: Relevant Literature studies Aim Objectives Best practices Failure reasons Planning process for Skywalk Surveys Pedestrian volume count Origin & Destination survey Willingness to use such facilities Pedestrian opinion Survey Warrants of Pedestrian facility planning Data Analysis Planning proposal Conclusions Inferences from studies Planning considerations Secondary Data Collection Pedestrian Accident Data Advertisement Revenue Data Skywalk Estimate Data Calculation of Economic Losses Estimating & Costing Financial Analysis Economic Analysis 26 Thursday, January 02, 2014 200th Mid-term Council Meeting of IRC, New Delhi Thursday, January 02, 2014 26 Planning of Skywalk in an Institutional Area STUDY AREAS PROFILE: ITO 27 Thursday, January 02, 2014 200th Mid-term Council Meeting of IRC, New Delhi Thursday, January 02, 2014 27 Planning of Skywalk in an Institutional Area 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. 28 Thursday, January 02, 2014 200th Mid-term Council Meeting of IRC, New Delhi Thursday, January 02, 2014 28 Planning of Skywalk in an Institutional Area 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. DATA ANALYSIS Thursday, January 02, 2014 29 Planning of Skywalk in an Institutional Area Primary Data: Across Movement of Pedestrian 30 Thursday, January 02, 2014 200th Mid-term Council Meeting of IRC, New Delhi Thursday, January 02, 2014 30 Planning of Skywalk in an Institutional Area The graph shows hourly variation in Pedestrian Volume across Ram Charan Agrawal Chowk. The peak hour on junction is in morning (9:30- 10:30) with 1740 Pedestrians least in afternoon time (2:30- 3:30) with 1114 footfalls. 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. This graph indicates maximum pedestrian flow in morning along RCA Chowk- SPA in morning peak hour (9:30- 10:30) with 3680 pedestrians and least in evening (6:30- 7:30) with 1404 pedestrians. Pedestrian volume count is done different locations in the area to get idea about the pedestrian flow quantum of pedestrian. The peak are identified on every section crossing so that the level of can be identified. For the road crossing it was that the FOB is used maximum afternoon hours while in morning evening the pedestrian count is one-third of peak hour. While on Ram Charan Agrawal peak hour is in morning as the opening hours might be same pedestrian count tends to decrease evening. Along movement on Pragati RCA chowk is heaviest or it identified as one of the busiest with the need of such facility. The movement along the RCA SPA is also one of the busiest changing footpath demanding improvement in which is not possible on grade. 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%. 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. 78% of the pedestrians walking in area the area male while females are 22% only. 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 its safe. Only 30% of the pedestrians of the surveyed pedestrians feels that surrounding walking environment is pleasant while other 70% thinks that its not. 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. 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. 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. Crossing facility not satisfactory because no shading provided, the crossing is not safe and also environment is not pleasant because vehicular traffic is high, there is litter on FOB, it is long & far & steps are inconvenient. Crossing facility is unsatisfactory because it is discontinuous & not safe as it is accident prone due to too much traffic, FOB is inconvenient, surrounding walking environment is not pleasant as it is crowded & its not safe because of lot of vehicular activity. Crossing facility is not safe as vehicles does not stops at stop line, FOB is having ramp design inappropriate, surrounding walking environment is not safe as it is crowded. Crossing facility is unsatisfactory because it is far from college & not safe due to traffic. surrounding walking environment is not pleasant because of traffic & pollution, it is not safe because Facilities not maintained, Signage, railings are not maintained. Shortcuts & Jugaad, capacity of Facility to be atleast 20 feet wide, should be designed according to capacity. Crossing facility is unsatisfactory due to safety issues & it is not safe as there is too much traffic. Surrounding walking environment is not pleasant as visual quality is spoiled here, its not safe because of too much reckless traffic. Secondary Data Collection Advertisement Revenue Costing Total length of Skywalk (in m) 1,000 Height of advertisement panel from floor (in m) 1.8 Maximum height of advertisement panel in Skywalk (in m) 3.0 Taking average height of advertisement panel in Skywalk (in m) 1.5 Total advertiseable length on Skywalk @ 20% (in m) 400 Total advertiseable area on Skywalk @average 1.5m height panel (in sq.m) 600 MCD charges for advertisements per sq ft/ month 819 MCD charges for advertisements per sq m/ month 8,816 Total revenue from advertisements on Skywalk/ month 52.89 Lakhs Total revenue in 1st year, from advertisements 6.35 Crore 33 Thursday, January 02, 2014 200th Mid-term Council Meeting of IRC, New Delhi Thursday, January 02, 2014 33 Planning of Skywalk in an Institutional Area Calculation of Economic Losses Due to Accidents & Waiting at Junction Economic Losses Avg. Monthly Income @ 25 working Days Rs. 35,000 1 Day income @ 8 hrs. a day Rs. 1,400 Hourly Income Rs. 175 income/ minute (in Rs.) Rs. 2.92 Economic loss of delay at junction/ person/ crossing @3 min./ crossing (in Rs.) Rs. 8.75 No. of persons crossing in peak hour 1,740 No. of persons crossing in 12 hour 16,535 Economic loss of delay at junction in peak hour (in Rs.) Rs. 15,225 Economic loss of delay at junction/ Day (in Rs.) Rs. 1,44,681 Economic loss of delay at junction/ Month (in Rs.) Rs. 36,17,031 Economic loss of delay at junction/ person/ year Rs. 4.34 Crore Average Economic losses incurred due to road accidents in a year Rs. 0.818 Crore Total Economic losses incurred in a year Rs. 5.16 Crore Calculation of Advertisement Revenue Costing 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 -12 months Installation & Maintenance cost of Escalators -75 lakhs for 3 years Installation & Maintenance cost of Lift -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 Thursday, January 02, 2014 Planning of Skywalk in an Institutional Area 36 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. Thursday, January 02, 2014 Planning of Skywalk in an Institutional Area 37 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 1 st & 2 nd 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 Thursday, January 02, 2014 Planning of Skywalk in an Institutional Area 38 Economic Analysis: While working out the economic losses due to the delay incurred for crossing a road in busy ITO area. On the basis of the above assumptions supported with 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. EIRR 10% NPV (in Crore) 89.3 Discounted Benefit (in Crore) 140.66 Discounted Cost (in Crore) 51.36 B/C Ratio 2.74 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. FIRR 19.685 % NPV (in Crore) 36.97 Discounted Benefit (in Crore) 296.68 Discounted Cost (in Crore) 51.36 B/C Ratio 5.78 Cost Benefit Analysis (in Crore) Project yrs. Year Cost Considered Total Cost Benefit Discount Factor- 10% Discount Cost Discount Benefit NPV Capital Cost Operation Cost Maintenance Cost Total Cost Delay cost Accident Cost Total Benefits -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 Total 30 yrs 40.00 32.65 26.07 98.72 88.85 713.98 134.50 848.48 51.36 140.66 89.30 FINANCIAL ANALYSIS (in Crore) Project yrs. Year Capital Cost Advertiseme nt Revenue Commerci al Revenue Total Revenue O & M Expense s Net operating income Interest paid Depreci ation Profit Before Taxes Taxes Net Profit After Taxes Cash Flow After Taxes Present Value of CFAT Discount Factor- 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 29 2043 0.00 24.88 180.24 205.12 2.00 203.12 0.00 0.00 203.12 71.09 132.03 132.03 8.32 0.0630 0.71 Total 30 yrs 40 421.70 1,565.08 1,986.79 58.72 1,928.06 36.16 33.82 1,858.08 643.08 1,215.01 1,221.48 145.59 36.97 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 grade- separated facility like Skywalk. 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 width of staircase- 3 m Vehicle clearance- 5.5 m from road surface All public staircase, ramp/ elevator design standards to be followed. Cycle Elevators should be provided at every alternate FOB and should be 1400 x 2000 mm Relocation of overhead services must be considered while designing the structure. Source: UTTIPEC 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: 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 should be 18% with substantial NPV values. PPP 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) Revenues from exhibits displayed on the walls of skywalks 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 systems dynamics approach TRANSPORT, 23(1): 5966 UTTIPEC Street Design Guidelines THANK YOU !