Technical Assistance Consultant s Report

Transcription

1 Technical Assistance Consultant s Report Technical Assistance 7750-IND September 2013 India: Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study Prepared by Gordon Neilson, Subhajit Lahiri, Boominathan Muthuthevar, R. Viswanathan, and N. Ramirez, Study Team Members For the Ministry of Urban Development This consultant s report does not necessarily reflect the views of ADB or the Government concerned, and ADB and the Government cannot be held liable for its contents.

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3 JODHPUR BRT PRE-FEASIBILITY STUDY Final Report TA 7750 IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects JULY 2012

4 TA 7750-IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study TABLE OF CONTENTS 1 INTRODUCTION Background Objectives Report Structure SOCIO-ECONOMIC ASPECTS Population and Employment Private Vehicle Ownership Proposed New Infrastructure SURVEYS Introduction Methodology for Surveys Minibus and Rickshaw Surveys Classified Vehicle Counts Junction Turning Movement Counts Analysis of Data CURRENT PUBLIC TRANSPORT PROVISION Overview Existing Bus and Minibus Routes Tempo Routes Current Problems with Existing Public Transport Provision BRT CHARACTERISTICS AND DESIGN OPTIONS Introduction Characteristics of BRT BRT s Place in the Public Transport Hierarchy BRT Design Options CONCEPTUAL BRT DESIGN FOR JODHPUR Introduction Route Choice BRT Lane and Station Arrangement Terminal Locations Station Locations Design Standards Options for Treatment of Central Section Option 3. Widen MG Hospital Road Options for South and North Radial Sections Preliminary Layout Drawings BRT RIDERSHIP, REVENUE AND VEHICLE REQUIREMENT Outline BRT Design and Performance Restructuring of Existing Bus Routes Fare Structure, Fare Levels and Ticketing Ridership Forecasts Revenue Forecasts Vehicle Requirement LAND ACQUISITION AND RESETTLEMENT IMPACTS Introduction RoW Information along the Project Corridor Need for Land Acquisition and Resettlement Potential Impacts - Land...54 Pre FS Report (FR ) Page No. i

5 TA 7750-IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study 8.5 Potential Impacts - Private Structures Potential Impacts - Government Lands Impacts on Cultural Properties Resettlement Policy Framework Preliminary estimates for land acquisition and resettlement The Way Forward ENVIRONMENTAL ASSESSMENT Introduction Physical Characteristics Biological Features Land Use Pattern Heritage, Cultural, and Religious Sites In and Around Jodhpur City Potential Impacts Applicable Laws, Regulations and Policies International Environmental Agreements Environmental Cost INSTITUTIONAL ASPECTS Introduction Current Situation Future Institutional Requirements the Transport Department The BRT Owner / Operator Summary CAPITAL AND OPERATING COSTS Introduction Capital Costs Operating Costs ECONOMIC ASSESSMENT Scope and Objectives Rationale for Improved Service Delivery Purpose of Economic Analysis Approach to the Analysis Cost Estimates Project Benefits Economic Analysis Sensitivity Analysis Conclusion FINANCIAL ASSESSMENT Present Financial Condition Cost Recovery Analysis Financial Analysis of Project Risk Analysis Conclusion CONCLUSIONS AND RECOMMENDATIONS Conclusions Recommendations...98 ANNEX A ANNEX B ANNEX C ANNEX D Survey Results 1:1000 BRT Corridor Drawings Resettlement Framework Entitlement Matrix Economic and Financial Assessment Details Pre FS Report (FR ) Page No. ii

6 TA 7750-IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study LIST OF TABLES Table 2.1 Vehicle Registrations by Type (2003/4 2010/11)...3 Table 3.1 Summary of Minibus Ridership...9 Table 3.2 Summary of Auto-Rickshaw Ridership...10 Table 3.3 Classified Vehicle Counts on MG Hospital Road (pcu values)...10 Table 3.4 Classified Vehicle Counts on Pal Road...11 Table 3.5 Peak Hour Traffic at Key Intersections...14 Table 3.6 Peak Hour Traffic, V/C Ratios before and after BRT Augmentation...15 Table 4.1 Minibus and Bus Route Details...18 Table 4.2 Details of Tempo Routes...19 Table 6.1 Provisional Station Locations...28 Table 6.2 Road Cross Sections by Type...29 Table 7.1 Proposed Adjustments to Minibus Routes...46 Table 7.2 Observed Daily Minibus Passengers by Route and Location (N/b)...48 Table 7.3 Observed Daily Minibus Passengers by Route and Location (S/b)...48 Table 7.4 Peak Hour Diversion to BRT (Northbound )...49 Table 7.5 Peak Hour Diversion to BRT (Southbound )...50 Table 7.6 Current Minibus Fare Scale...50 Table 8.1 Preliminary Land Acquisition Requirements...55 Table 8.2 Preliminary Assessment of Impacts on Private Structures...55 Table 8.3 Assessment of Impacted Government Lands...56 Table 8.4 Cultural Properties along the BRT Corridor...57 Table 8.5 DLC Rates (2011) along the BRT Corridor...58 Table 8.6 Preliminary Land Acquisition and Resettlement Costs...59 Table 9.1 Yearly Variation in Air Pollutants in Jodhpur City...62 Table 9.2 Air Quality Monitoring Data along the Project Corridor...62 Table 9.3 Average Yearly Noise Level at Different Areas in Jodhpur City...63 Table 9.4 ndicative List of Tree Species Along the Project Corridor...64 Table 9.5 Land Use Pattern Along the Project Corridor...65 Table 9.6 Cultural and Religious Properties Along the Project Corridor...67 Table 9.7 Potential Environmental and Social Impacts...68 Table 11.1 Capital Costs (US $m)...79 Table 11.2 BRT Management Costs...81 Table 11.3 Ticketing Agency Costs...81 Table 11.4 Bus Operating Costs...82 Table 12.1 Details of Option wise Construction Cost (2012)...87 Table 12.2 Projected BRTS Daily Traffic...87 Table 12.3 Economic Cost-Benefit Analysis...90 Table 12.4 Results of Sensitivity Analysis...91 Table 13.1 JDA Revenue Expenditure Account (Rs M)...92 Table 13.2: JMC Revenue Expenditure Account (Rs 000)...93 Table 13.3 Weighted Average Cost of Capital (%)...94 Table 13.4 Project Capital Cost - Rs Million...95 Table 13.5 Financial Internal Rates of Return (%)...96 Pre FS Report (FR ) Page No. iii

7 TA 7750-IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study Study Team Mr. Gordon Neilson Mr. Subhajit Lahiri Mr. Boominathan Muthuthevar Mr. R. Viswanathan Ms. N Ramirez Urban Transport Specialist/Team Leader Urban Transport Specialist Financial Analyst/Economist Social Safeguard Specialist Environmental Specialist Pre FS Report (FR ) Page No. iv

8 TA 7750-IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study 1 INTRODUCTION 1.1 Background Jodhpur is the second largest city of the State of Rajasthan and has been growing steadily over the past decades. This growth of population has not been matched by investment in transport infrastructure and especially has not been matched by investment in public transport. As a result, the proportion of people travelling by private modes of transport has been increasing which places increasing strain on the limited transport infrastructure such as roads and parking facilities In 2010, a Comprehensive Mobility Plan (CMP) 1 for Jodhpur was prepared. One of the key conclusions of this report was that if the growth in private vehicles such as motorcycles and cars continued at the present rate then serious congestion would result. The report proposed a number of road improvements to alleviate this problem but rightly pointed out that unless there was a significant increase in the use of public transport, congestion would be inevitable The CMP report therefore proposed a substantial increase in the numbers of buses to be operated in Jodhpur and also indicated that some higher quality mass transit should be introduced on the busiest corridors. The first corridor selected for mass transit was the Mandore Road - High Court Road - MG Hospital Road - Pal Road corridor and the form of mass transit proposed was Bus Rapid Transit (BRT). The alignment of the corridor is shown in Figure 1.1 together with the limits of the Jodhpur Development Authority (JDA) and the smaller area of the Jodhpur Municipal Corporation (JMC). Figure 1-1 CMP Mass Transit Proposals (Phase 1: ) 1 Comprehensive Mobility Plan for Jodhpur, Wilbur Smith Associates, May Pre FS Report (FR ) Page No. 1

9 TA 7750-IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study This project was discussed between ADB, the Ministry of Urban Development (MOUD) and the JDA. MOUD has a policy that puts forward a vision for urban development by focusing on the mobility of people rather than on movement of vehicles and advocates more efficient spatial development through densification along major public transport corridors (or so-called Transit- Oriented Development) as opposed to continuing low density urban sprawl. Following these discussions, ADB commissioned this Pre-Feasibility Study to make a preliminary assessment of the BRT proposal. 1.2 Objectives The objectives of the assignment are to examine how best to implement a BRT system on the proposed corridor and to undertake all evaluations necessary for a Pre-Feasibility Study. These include ridership and revenue forecasts, preliminary assessments of land acquisition and resettlement costs, institutional arrangements, estimates of capital and operating costs and economic and financial assessments These assessments should provide guidance as to the likely feasibility of the project and would form the basis of any decision to undertake a full Feasibility Study. 1.3 Report Structure This report has a total of 14 chapters. Chapter 2 reviews demographic and socio-economic trends affecting the transport system. Chapter 3 outlines the surveys that were carried out and provides a summary of key findings. More detailed results are provided in Annex A. Chapter 4 reviews the current public transport provision in Jodhpur and comments on its adequacy Chapter 5 discusses generic BRT design issues and Chapter 6 provides an outline of the proposed BRT designs for Jodhpur. Chapter 7 details the ridership, revenue and vehicle requirements for the proposed BRT service Chapter 8 examines the implications for land acquisition and resettlement due to the construction of the BRT and Chapter 9 comments on the future need to examine the environmental aspects. Chapter 10 discusses the institutional requirements both in terms of the overall need for more attention to be paid to transport in Jodhpur and to the specific requirements for the creation and operation of a BRT Chapter 11 discusses the costs of the system and Chapters 12 and 13 examine the economics and financial aspects respectively. Chapter 14 provides some conclusions and recommendations. Pre FS Report (FR ) Page No. 2

10 TA 7750-IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study 2 SOCIO-ECONOMIC ASPECTS 2.1 Population and Employment In 2011, Jodhpur had population of 3,685,681 which was an increase of 27.7% compared to the population in In the previous census in 2001, Jodhpur District recorded an increase of 27.6% to its population compared to Thus it is clear that Jodhpur has been experiencing an annual growth in population over the past 20 years of about 2.5% pa and this is expected to continue In addition to the resident population, Jodhpur attracts a large number of tourists estimated to average about 4,000 per day. 2.2 Private Vehicle Ownership Vehicle registration data between 2003/04 and 2010/11 was available from the Regional Transport Authority (RTO). Whilst the RTO categorises vehicles in a large number of individual types, for the purposes of this study these have been grouped as follows; car/jeep/taxi, 2-wheeler, auto-rickshaw/tempo, bus/minibus and goods vehicle. Table 2.1 gives the vehicle registrations by vehicle group for every year between 2003/4 and 2010/11. Table 2.1 Vehicle Registrations by Type (2003/4 2010/11) Category 2003/4 2004/5 2005/6 2006/7 2007/8 2008/9 2009/ /11 Car/jeep/taxi Two-wheeler Auto-rickshaw/ tempo Bus/minibus Goods vehicle Over the seven year period, registrations of new cars have grown at an average annual rate of about 14% while motorcycles have grown at about 18%. The growth pattern for the two major groups, i.e., motorcycles and cars is shown graphically in Figure 2.1. It can be seen that the trend remains upwards for both groups which suggests that the registrations will continue to grow and at a faster rate than in the past. Since no record is kept of vehicle scrapping and no annual road tax is levied, it is not possible to have any accurate figure of total vehicles on the road. Pre FS Report (FR ) Page No. 3

11 TA 7750-IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study Figure 2-1 Vehicle Registration Growth Rates These growth rates reinforce the findings of the CMP that traffic growth will be very significant in coming years and that the growth rate of vehicles far exceeds any road building program. 2.3 Proposed New Infrastructure Residential JDA and JMC are currently undertaking a number of major housing developments in Jodhpur. Details are given in Figure 2.2. Figure 2-2 JDA and JMC Housing Projects Pre FS Report (FR ) Page No. 4

12 TA 7750-IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study The developments include a number of affordable housing projects as well as major regular housing developments such as Vivek Vihar Colony between Jailsalmer Bypass, Pali and Basni Roads. Commercial A major commercial development is planned on the new road north of the stadium on High Court Road which would be within walking distance of the proposed BRT route. Industrial In recent years a number of new industrial areas have been developed. One of the largest is the Boranada Industrial Area which lies in the south of Jodhpur on Pal Road about 7km beyond the Ring Road Another new industrial area is located to the north of Mandore and expansion of this zone is also currently underway. Other areas include: Urban Haat at New Pali Road, Jodhpur Bio Tech Agro Park, Boranada, Jodhpur Export Promotion Industrial Park, Jodhpur: Export Promotion Industrial Park was established at Boranada, Jodhpur on Stone Park, Jodhpur: The 1st Stone Park of Rajasthan was established at 9 Mile, Mandore, Jodhpur for the promotion of Jodhpuri sand stone & stone industries of Jodhpur Special Economic Zone (SEZ) : The 2nd Special Economic Zone of Rajasthan was established at Boranada, Jodhpur on Education There are a number of higher education colleges in Jodhpur and a number of other institutions in the planning stages. These include: IIT beyond Mandore NIFT beyond Mandore Footwear Design and Development Institute All India Institute of Medical Science Development of International Convention and Habitat Centre in Vivek Vihar Transport Work is underway at present to widen the orbital route from Bhati Circle via JDA Circle to New Powerhouse Road and from there to Rotary Circle. This will provide an additional orbital connection to the one offered by Gaurav Path From discussions with JDA, it is understood that there is a proposal to widen the road parallel and to the north of MG Hospital Road which would connect Jalori Gate with Nai Sarak. This might be extended via the stadium access road to Mertia Gate and from there connect with Mandore Road providing an additional East West connection. If this road were to be constructed it would provide an alternative route for traffic between Jalori Gate and Paota Circle and would relieve the pressure on MG Hospital Road. It would therefore be beneficial for the BRT proposal as it would provide some compensation for the road capacity taken by the BRT either in terms of roadspace or in terms of green time at junctions. Pre FS Report (FR ) Page No. 5

13 TA 7750-IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study Another project which would have an impact on the BRT is the proposal to provide a bridge over the railway at Badwasia and thus replace the level crossing which currently can affect traffic flow. Details of this project are not as yet available but will have to be studied should a full FS be undertaken Other proposals from JDA include: Development and beautification of Pal Road Rajiv Gandhi Town road development project Rotary Circle to New Power House Road development and beautification Development of road from Lal Sagar RUB to Gokulji ki Pau. Development of Jaipur Road from Badwasia to Mata ki Than Proposed ring road from Bhopal Garh to Baner Road and ROB Jaipur Nagaor bypass Interchange at RTO level crossing Khatarnak Pulia redevelopment to 4-lane Widening of underpass up to PWD office New International Airport on Nagour road There are no plans at present for the widening of MG Hospital Road. Pre FS Report (FR ) Page No. 6

14 TA 7750-IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study 3 SURVEYS 3.1 Introduction The Comprehensive Mobility Plan submitted to JDA in May 2010 contains some useful data on traffic. In order to get a more detailed representation of existing traffic situation for this study, the following primary surveys were conducted in the first half of February a. 16 hr. Public transport occupancy surveys at seven locations, Mandore Garden Lal Sagar intersection Paota Circle Jalori Gate 12 th Road Crossing Ashok Udyan Ring Road b. 16 hr. Classified volume counts MG Hospital Road west of Nai Sarak Pal Road south of Residency Road Circle c. 8 hr. Turning movement counts at six locations, Paota Circle Nai Sarak Sajoti Gate Station Road-MG Hospital Road Jalori Gate 5 th Road CIrcle The survey locations are shown in Figure 3.1 Pre FS Report (FR ) Page No. 7

15 TA 7750-IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study Figure 3.1 Figure 3-1 Survey Locations 3.2 Methodology for Surveys In all the cases, enumerators were positioned at strategic locations in sufficient numbers with pre-designed pro forma tables to collect the relevant information. The duration of each shift was 8 hours and replacements were made accordingly. This data collected were then converted into soft copy for further use and analysis. 3.3 Minibus and Rickshaw Surveys Objectives of Survey The purpose of the public transport surveys was to obtain full information on the numbers of people using public transport modes along the proposed BRT corridor. It is intended that the ridership forecasts will be based on this information. Pre FS Report (FR ) Page No. 8

16 TA 7750-IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study Survey Results Seven locations along the proposed BRT corridor were used to obtain an assessment of the minibus ridership along the corridor. The number of minibus trips by route and by direction and their passenger occupancies were recorded in 15 minute intervals for a 16 hour period. This provided both daily and peak hour statistics. A summary of the results is given in Table 3.1 and shows that the outer areas from Mandore to Mahamandir and south of 12 th Road Circle to the Ring Road have much lower demand than the central city portion as might be expected. The detailed hourly variation has been provided in Annex-A, Table A-1. Table 3.1 Summary of Minibus Ridership Location Northbound Southbound Daily Peak Hour Daily Peak Hour No. of buses No. of pass No. of buses No. of pass No. of buses No. of pass No. of buses No. of pass Mandore - South of Mandore Garden Lal Sagar - South of Lal Sagar intersection Paota Circle - North of Circle Jalori Gate - South of Circle th Road -South of Circle Ashok Uyan Ring Road - North of Ring Road A similar survey for auto-rickshaws was also carried out and a summary of the results is given in Table 3.2. It can be seen that the auto-rickshaws carry a significant number of passengers and come close to the minibus numbers at some locations. The detailed hourly variation has been provided in Annex-A, Table A-2. Pre FS Report (FR ) Page No. 9

17 TA 7750-IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study Table 3.2 Summary of Auto-Rickshaw Ridership Location North South Total daily Peak hour Total daily Peak hour Veh Pass Veh Pass Veh Pass Veh Pass Mandore South of Lal Sagar Paota Circle Jalori Gate th Road Circle New Park Ring Road Classified Vehicle Counts MG Hospital Road MG Hospital Road is a very narrow road passing through the business district of Jodhpur. Because of the commercial nature of the road, the morning traffic peaks around pm with the highest volume in PCUs observed as 3,403. The evening peak is between pm. The traffic flow is relatively constant all day as can be seen from the detailed hourly variation in Annex-A, Table A-3. Since the capacity of this link section is around 1500 pcus per hour per direction, the V/C ratio currently exceeds 1.0 at the peak indicating the link has no reserve capacity and is overloaded. Table 3.3 shows the breakdown of traffic by type at both peak periods. (It should be noted that official pcu values have been used for motorcycles which my tend to overestimate the total pcu count to some extent) Table 3.3 Classified Vehicle Counts on MG Hospital Road (pcu values) Date 16 Jan 2012 Location: MG Hospital Road Near Station From Direction To Passenger Vehicles Car Auto Rickshaw M/c scooters Classified Volume Counts on MG Hospital Road Mini Bus Commercial Vehicles Slow Moving Veh. Bus Tempo LCV Truck Tractor Hand drawn Morning High Court Jalori gate ,716 Animal Drawn Jalori gate High Court ,687 Total PCUs Total 563 1, ,403 From Direction To Passenger Vehicles Car Auto Rickshaw M/c scooters Mini Bus Commercial Vehicles Slow Moving Veh. Bus Tempo LCV Truck Tractor Hand drawn Evening High Court Jalori gate ,098 Animal Drawn Jalori gate High Court ,211 Total ,309 PCUs Pal Road Pal Road traffic pattern is similar to that on MG Hospital Rd. It was observed that the morning peak hour was between pm with traffic of 2900 pcus while the evening peak hour was between pm with similar traffic volume figures. Since the link capacity of this section is around 3600 pcus per hour per direction the V/C ratio is around The detailed hourly variation has been provided in Annex A Table A-4. Table 3.4 shows the vehicle-wise breakdown of traffic during both the peaks. Pre FS Report (FR ) Page No. 10

18 TA 7750-IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study Table 3.4 Classified Vehicle Counts on Pal Road Date 09 Jan 2012 (Peak Hour in PCUs Location: Pal Road near 12th Road circle From Direction To Passenger Vehicles Car Auto Rickshaw M/c scooters Classified Traffic Volume Count on Pal Road Mini Bus Govt. Bus Commercial Vehicles Bus Tempo LCV Truck Tractor Hand drawn Slow Moving Veh. Morning Palgaon Jalori Gate ,571 Jalori Gate Palgaon ,324 Animal Drawn Total , ,894 Total PCUs From Direction To Passenger Vehicles Car Auto Rickshaw M/c scooters Mini Bus Govt. Bus Commercial Vehicles Bus Tempo LCV Truck Tractor Hand drawn Slow Moving Veh. Evening Palgaon Jalori Gate ,741 Jalori Gate Palgaon ,224 Animal Drawn Total ,965 PCUs 3.5 Junction Turning Movement Counts Objectives The objectives of undertaking these surveys at the major junctions were to enable estimates to be made of the existing reserve capacity at these locations and to provide a basis for any proposed changes to facilitate BRT operation. Survey Details Peak period surveys were undertaken at the six busiest intersections / roundabouts within the central section. Diagrams of the traffic flows at each intersection are given in Figures Figure 3.2 Pre FS Report (FR ) Page No. 11

19 TA 7750-IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study Figure 3.3 Figure 3.4 Pre FS Report (FR ) Page No. 12

20 TA 7750-IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study Figure 3.5 Figure 3.6 Pre FS Report (FR ) Page No. 13

21 TA 7750-IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study Figure The general guideline for roundabout design is that they function without undue delay up to a total intersection volume of between 5000 to 9000 pcus per hour depending on the roundabout geometry. After this point queuing and delay start occurring A summary of the survey results is given in Table 3.5 and shows the peak hour pcus handled by each intersection. (The detailed classified counts by direction and by 15 minute periods for each intersection are provided in Annex A, Tables 5-1 to 5-6) As can be seen, Paota Circle and Pal-Chopasani Circle still have spare capacity while the others appear to be operating well above capacity. As noted earlier this may be a function of the official pcu equivalencies. Table 3.5 Peak Hour Traffic at Key Intersections Location Type of Intersection Peak hour Volume in PCU Paota Circle Rotary Nai Sarak Signalised Sajoti Gate Signalised MG Hospital- Unsignalized Railway Stn Rd. (1) Jalori Gate Rotary th Rd Circle Rotary Capacity in PCU with the available road space Note (1) Manned by police during peak hours to divert minibus traffic via Station Rd Pre FS Report (FR ) Page No. 14

22 TA 7750-IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study From the results in Table 3.5, it can be seen that intersections such as Jalori Gate and 5 th Road Circle have just reached their capacity and consideration may have to be given to redesign these intersections as a signalised junctions which should be able to cater to a volume of 10,000-12,000 pcus Given the flared stop lines and the subsequent narrowing of the roadwidth, the capacities of the signalised intersections at Nai Sarak and Sajoti Gate are difficult to determine In fact, no significant delays were observed at any of the junctions /roundabouts during site visits but with the trend in growth of personalised modes especially private cars, all the intersections are likely to begin to experience increasing delays as traffic levels build up. 3.6 Analysis of Data In the above paragraphs a depiction of the existing situation is given. The BRT proposal would like to see reserved lanes for BRT operation from Mandore Gardens to the Ring Road. With the existing traffic and carriageway widths it is worthwhile to assess the existing volume to capacity ratios (V/C ratios) and the reserve capacity. The situation at major locations is given below in Table 3.6. Table 3.6 Peak Hour Traffic, V/C Ratios before and after BRT Augmentation Sl. Location From To Existing Volume (pcus/hr) Paota Circle Nai Sadak M. G. Hospital Road Pal road 5th rd Circle Pal rd at 12th road circle Capacity (pcus/hr) as per IRC:86 V/C ratio Buses (pcus) Volume bus traffic (pcus) BRT capacity (pcus) Cacapity after buses (pcus) V/C ratio Remarks Mandore Paota Circle Paota Circle Mandore Needs widening Paota Nai sadak Nai Sadak Paota High Court Jalori gate Jalori gate High Court Pal Road 5th rd Circle th rd Circle Pal Road Palgaon Jalori gate Jalori gate Pal gaon Needs immediate widening or segregation Paota Circle: The two arms of the road section north of Paota Circle has two different characteristics. The south bound section has a three lane carriageway with a capacity of 2500 pcus while the traffic during peak hour is 1536 pcus. The capacity is reduced because of the road side parking and uncontrolled access. This section has sufficient reserve capacity as of now. With the introduction of BRT a 3.5m lanes has to be reserved for the same. The bus traffic during peak hour is 75 pcus. The residual traffic will be 1465 pcus and will be plying on a two-lane section. This section will have a capacity of 2400 pcus thus keeping the V/C ratio much below On the other hand the north bound carriageway is two-lane and the V/C ratio as seen in the table is more than 1.0. Even after removing the roadside parking and widening to three lanes the V/C ratio is still above 1.0. For the existing volume traffic will need to be widened further With the introduction of BRT on this route the intersection would have to be redesigned as given in the later chapters. Pre FS Report (FR ) Page No. 15

23 TA 7750-IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study Nai Sarak and M.G.Hospital Road: The section between Nai Sarak and Jalori Gate is a narrow section of road varying from 14-17m ROW. The section does permit a median. At present minibuses are diverted on to Station Road if the junction becomes too congested. The peak hour traffic ranges between 2800 and 2900 pcus. As can be seen in the table, for the whole section the V/C ratio is always above With the introduction of BRT on this route, intersections such as Nai Sarak, Sajoti Gate, Station Road and Jalori Gate will have to be improved / redesigned as given in the later chapters. The introduction of separate BRT lanes is not possible and bus priority signalization would therefore be essential. The effectiveness of this system would require proper implementation, strict vigilance by police personnel and enforcement of rules etc. Options for increasing the road capacity through this central portion would include either grade separation or widening of the roadwidth th Road Circle and 12 th Road Circle: The peak traffic is around 1700 pcus and road section is six lane divided carriageway with service road on either side. As can be seen from the table, the V/C ratio before and after separate lanes for the BRT were introduced would be well below the value of 1.0. Pre FS Report (FR ) Page No. 16

24 TA 7750-IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study 4 CURRENT PUBLIC TRANSPORT PROVISION 4.1 Overview Fixed route public transport is mainly provided by privately-owned minibuses which operate on ten routes in Jodhpur. In addition to these minibus routes, there are two routes using full size 12m semi-low floor buses and another eleven privately-operated tempo routes (6-8 seat vehicles) which operate in the periphery of the city. The 12m buses are operated by a private operator under contract to Jodhpur City Transport Services Ltd (JCTS) which was set up as a joint venture of Jodhpur Municipal Corporation and the Urban Improvement Trust, Jodhpur In addition to the fixed route bus services, it is estimated that there are about 4000 auto-rickshaws which operate as taxis throughout Jodhpur. Institutional and Operational Structure Bus routes must be authorized by the RTO who would normally act on the recommendation of the Transport Committee of JDA. The buses used on the routes must be licensed by the RTO. Two licences are involved the first of which is required by all vehicles operating on the road and relates to the roadworthiness of the vehicle. For public service buses, an additional licence is also required from RTO which specifies the route on which the bus may operate. The bus may not operate on any other route. The decision as to how many buses should be licensed on any given route is also the prerogative of the RTO. Private Minibus Operation Each owner of each minibus on any route must join the union of owners for that route. Each route has a separate union which is responsible for scheduling the departure pattern of each minibus on the route. It is understood that the schedules change each day such that within one month each minibus owner has an equal share of good and bad operating periods / trips There is also an association of bus owners and each route union nominates three members to sit on the owners association. The association is the body that negotiates with the STO, RTO, JDA, JMC, etc If a union believes an additional minibus should be licensed, then the association would raise this with the RTO. Usually it is the RTO who accept a proposal from an owner to licence a minibus on a route rather than the RTO initiating a request for more capacity on a route due to the demand being higher than the supply can meet There is a total of 579 minibuses licensed to operate on the 10 routes in Jodhpur. It is reported that almost all minibuses are owned individually and very few owners own more than one bus Information from the Minibus Owners Association suggested that operating costs at present are Rs 400 /12 hour shift for drivers and Rs 300/12 hour shift for conductors. Buses operate one shift only, with many operators authorized by RTO to operate on the same route Since there are no large fleets of minibuses, there are no depots or parking areas as might be the case for a company fleet. Maintenance is the responsibility of each owner and is generally carried out at local garages. All minibuses are inspected annually for roadworthiness by RTO Fares on the minibuses are set by RTO. Currently fares start at Rs 4 for trips up to 2km and rise gradually to Rs 18 for trips between 30 to 35km. Pre FS Report (FR ) Page No. 17

25 TA 7750-IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study Full Size Bus Operation The Local Self Government Department, Government of Rajasthan granted a constitution of Special Purpose Vehicle, namely, Jodhpur City Transport Services Limited for implementing the Bus Rapid Transit System in The RTO along with the Transport Committee of the JDA had identified 15 routes where they believed full-size (12m) buses could be operated through private sector participation. These bus routes were however limited to the outer areas of the city because of the Court Order in 2001 banning large buses from plying on MG Hospital Road between Paota Circle and Jalori Gate. In fact, this section of the transport network has the highest demand and limited road capacity and arguably would be best suited to the use of fullsize buses Initially, two private companies successfully bid for four routes offering a small royalty for the operating rights. However after some time, due to non-viable financial conditions, one of them withdrew. There are now only two routes operating with eight buses deployed. Neither of these routes duplicates any section of the proposed BRT route. Auto-rickshaws Auto-rickshaws are also licensed by RTO. It is reported that there are approximately 4000 auto-rickshaws operating in Jodhpur. Most are owner operators and it is understood that the vehicles are in service every day of the year except for occasional maintenance Fares on the rickshaws are distance based. While there is no fixed scale and fares are subject to agreement between the driver and passengers, it would appear that the fare scale is approximately Rs30 flag fall plus about Rs10 per km. 4.2 Existing Bus and Minibus Routes Details of the ten minibus routes and the two bus routes are given in Table 4.1. Table 4.1 Minibus and Bus Route Details Rt. No Termini Route Length Bus Type Vehicles Allocated A B km 1 Mandore Pal Rd 19.9 Minibus Air Force Family Qtrs. Soor Sager Kaliberi 23.0 Minibus 53 4 Mata Kathan MDM Hospital Minibus 26 5 Mandore Chandpole 18.0 Minibus 25 6 Clock Tower Tanawada Fantha Pali Rd 20.0 Minibus 53 7 Chopasani Mandore Railway Stn 18.5 Minibus Clock Tower Sangria /Kuri / Bhagtasni 15.0 Minibus Mandore Chopasani Housing Board 26.0 Minibus 72 Filling Station 23 Bora Nada Shikargarh via Jalori Gate 15.0 Minibus 120 Indus. Area 36 Baner Delhi Public School 31.8 Minibus 27 (Swanchi Circle) 2 Kaliberi Bora Nada Ind. Estate 25.0 Bus 4 3 Banar Chopasani 36.2 Bus 6 Pre FS Report (FR ) Page No. 18

26 TA 7750-IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study 4.3 Tempo Routes The RTO has provided licences to a large number of tempos (6-8 seaters) to cater to the travel needs in the outer periphery of the town. There are 11 specified routes on which they operate as shown in Table 4.2. None of these routes duplicates any section of the proposed BRT. Table 4.2 Details of Tempo Routes Rt. No. Origin-destination Road category Route Length (km) Allocated vehicles 1 Chopasani to Kesar Bagh Urban Paota to Baner Rd no. 6 Urban Darpan Cinema to RTO office Urban Rajiv Gandhi colony to Paota Urban Suraj Bera to Shovabaton Urban Stadium Chowki to Vidhanagar Urban Kuri Gaon to Chandpol Urban Poata to Gujrawas Urban Telia to Darpan Cinema Urban Nandri Gaon to Paota Urban Bhatti to Paota Urban Current Problems with Existing Public Transport Provision Minibus Services Comparing with best practice in other cites in India, the public transport provision in Jodhpur is poor. On the positive side, on most of the routes where the minibuses operate, they are relatively high frequency, have many stopping places or will stop on demand and appear to be generally affordable On the negative side, there are only 12 bus and minibus routes in the city in total and as a result the coverage of the city is far from comprehensive. The minibuses are often overcrowded with over 40 passengers being squeezed into a bus which is about 7m long. The minibuses themselves are often badly maintained with very poor body condition and appearance The driving standards are poor, with the vehicles often just slowing down rather than stopping to allow passengers to board and alight. There did not appear to be any information available as to where the minibus routes operated making it difficult for non-regular travelers to use the system Although some bus shelters have been built which do provide some protection from the sun for waiting passengers, these are poorly maintained and unattractive. No passenger information was observed at these shelters Some off-street space for boarding and alighting is available at the junction of Nai Sarak and MG Hospital Rd and some terminus space is available at Mandore Gardens entrance. Most routes however appear to terminate / turnaround on street. Auto-Rickshaws Auto-rickshaws are widely and almost instantly available throughout Jodhpur. Although not large, these vehicles are clearly not very efficient users of road space especially in the congested central area where they predominate. Their usefulness in the outer areas and as feeder services to a main corridor is Pre FS Report (FR ) Page No. 19

27 TA 7750-IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study indisputable. Should a BRT system be built, these vehicles would have a major role to play in bringing people to BRT stations from the residential areas where even minibuses cannot go due to the narrowness of the street or where the demands are too low to even justify a minibus service Compared to the minibuses, the fares of the auto-rickshaws are not cheap and would suggest that a BRT system could certainly attract many autorickshaw passengers, especially those whose journeys were within walking distance from BRT stations at both ends of their trip. Pre FS Report (FR ) Page No. 20

28 TA 7750-IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study 5 BRT CHARACTERISTICS AND DESIGN OPTIONS 5.1 Introduction BRT was first developed in Curitiba in Brazil in the 1970s. The objective was to try to achieve with buses a similar quality of public transport service to that achieved with rail. To achieve this, buses had to be able to travel unimpeded by general traffic in the same way that trains on a rail line are unaffected by conditions on the roads. Similarly the individual BRT lines had to form a network with interchange taking place at designated locations throughout the network just as happens with a rail network. Fare payment on buses was replaced by pre-boarding payment in stations as happens on an urban rail system and feeder bus routes were introduced to extend the catchment area of the system beyond walking distance from stations Many other cities in South America followed the lead of Curitiba and were successful in developing BRT systems which have enabled them to provide a high quality, bus-based mass rapid transit service at a fraction of the cost of a rail system. Since then BRT systems have spread worldwide with systems on every continent. 5.2 Characteristics of BRT As noted above, the key point about BRT is that it is an attempt to provide high quality public transport using buses. The defining characteristics of BRT are as follows: It operates in its own right of way / traffic lane to avoid being slowed down by general traffic; It operates at high frequency with consistent and reliable service delivery; Where BRT buses have to observe traffic signals at an intersection, the signals should be able to give priority to the BRT buses if requested; Passengers should pre-pay the fare as they enter the BRT station to speed up boarding; The floor height of the bus should be exactly the same level as the station platform, also to speed up boarding and alighting; At all BRT stations on roads with high volumes of general traffic, protected pedestrian road crossings should be provided; either by atgrade, signal controlled pedestrian crossings or through grade separation (underpass or overpass/footbridge). BRT can operate as a closed system (where the BRT does not leave its protected right of way and any passengers beyond walking distance must interchange from feeder buses or other modes) or an open system (where the BRT vehicle can leave the protected right of way and travel beyond the busway to collect passengers). The open system reduces passengers need for interchange but also generally reduces reliability. BRT buses should be visually distinctive, instantly recognizable, ideally with attractive and futuristic design, and with good quality seating and cabin design to assist the marketing of the system. Pre FS Report (FR ) Page No. 21

29 TA 7750-IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study The entire system should be controlled centrally real-time to ensure provision of regular headways and adequate capacity Typically BRT services operate at around 20-24kmph while urban rail systems operate at around 30-35kmph. Urban bus services usually operate at around kmph depending on traffic conditions Where the BRT operates in its own lanes, the conflicts with other road traffic are greatly reduced when compared to a regular bus service and this can have safety benefits. In addition, the BRT imposes a discipline on other road users which is currently lacking in Jodhpur and this in the long term should also yield safety benefits. 5.3 BRT s Place in the Public Transport Hierarchy The choices for fixed route public transport are usually either buses of various types and capacities or rail again of various types and capacities. In terms of quality of bus service, the hierarchy is arguably as follows: regular buses operating in mixed traffic; regular buses operating on bus lanes to avoid or reduce the effects of traffic congestion; BRT buses operating on their own (protected/dedicated) right of way BRT is designed to offer very high standards of passenger service and thus attract more passengers than a regular bus service. It is also expected to provide a faster and more reliable journey time than would be possible by private vehicle in cities where traffic congestion is prevalent In cities where BRT is already in operation, the maximum hourly number of passengers carried is over 40,000 passengers per hour per direction (pphpd) e.g., in Bogota, Colombia on the Transmilenio system. In the newly constructed BRT in Guangzhou in China, ridership has already exceeded 25,000 pphpd. Both these systems provide two BRT lanes per direction at stations to enable overtaking of BRT buses which are stopped for loading Where overtaking is not possible at stations, the maximum realistic capacity of a BRT system is around 10,000 pphpd if very large articulated buses are used. Where regular 12m single deck buses are used and where there are significant numbers of signalized intersections, the capacity of the system is reduced to about 3,000 to 4,000 pphpd. 5.4 BRT Design Options As mentioned above, there are a number of key options to be considered in the design of a BRT system and each is discussed briefly below Lane location The first option to be considered is the location of the BRT bus lane. Two options are generally considered using the kerb lanes as the bus lanes or using the lanes in the centre of the road as the bus lanes. In cities with significant unregulated roadside activity, it is generally considered better to locate the bus lanes in the centre of the road. This location interferes less with commercial activity along the street in terms of access and also allows general traffic s left turns to be made into properties or to side streets. In the case of Jodhpur where there is intense activity at the roadside, it is thought best to locate the bus lanes in the centre of the road. While the kerb-side bus lane poses problems for general traffic s left turning movements, conversely Pre FS Report (FR ) Page No. 22

30 TA 7750-IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study the centrally-located lanes pose problems for general traffic s right and U- turning movements. Central or lateral stations Given the location of the bus lanes in the centre of the road, two options exist for the location of stations they can be sited in the median strip of the road which necessitates the buses to have doors opening on the right hand side of the bus or they can be lateral island stops located on the left hand side of the bus so that normal door locations can be maintained. One benefit of making use of the median strip is that generally only one station is needed for both directions at any given location. The choice depends on the proportion of stations which can be co-located and whether or not the current road design already has a significant median strip which would suggest stations could be constructed without altering the basic road layout. With the use of customconfigured BRT buses with doors on both sides as used in Ahmedabad, it would be possible to have exceptional lateral stations in a BRT route with predominantly central stations. Open or Closed Operating Systems This option relates to the manner in which the buses operate on the busway. Closed systems operate like a railway where the BRT buses only operate from one end of the route to the other and never leave the busway. In an open system, the BRT buses may leave the busway either at the ends of the route or at intermediate points and operate in mixed traffic on regular streets and serve regular bus stops. In the open option, the buses would require doors on the left hand side so if centrally located stations are desired then the buses would need doors on both sides as indicated above Open systems can be fully open in which case all buses operating on routes using the road of the busway can enter and leave the busway at any convenient point. Where the stations have platform screen doors, all buses using the busway must stop exactly in the right location and all must have the same door configuration. Care must be taken if the open option is adopted to ensure that the busway does not become overloaded with stations becoming blocked by buses waiting for traffic signals to change (so-called bunching problem). Thus in some cases, a restricted open option is adopted where only buses from specific routes can make use of the BRT busways and thus the risk of overloading the system is reduced or eliminated Key issues in deciding which option to adopt include the total walk-in demand along the BRT corridor, the existing bus network, the trip distances involved and the ease of providing interchange facilities for a feeder bus network at key stations. System Capacity and Performance The capacity of the system is usually controlled by a combination of the station boarding and alighting capacities, the amount of delay and disruption caused by traffic signals at intersections and the capacity of the individual buses. Where stations have long platforms and overtaking is possible as is the case in Guangzhou, then very high capacities are possible; Guangzhou currently carries over 25,000 pphpd. Operating speed normally depends on the frequency of signalized intersections, the cycle times and the degree of priority allowed and also the station spacing and dwell times. Generally BRT systems operate with speeds of around kmph. Pre FS Report (FR ) Page No. 23

31 TA 7750-IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study Open or Closed Ticketing Systems A number of ticketing options are possible but if pre-boarding ticketing is adopted as is advised, then two options are generally considered. The closed station option is the more common where a passenger must have a ticket to access the platform and access is controlled by gates. Entry to the bus is then unregulated. In the open system, the platform can be accessed without a ticket but a passenger is expected to purchase a ticket or validate an existing ticket prior to boarding the bus. Alternatively the ticket can be validated on board the bus Where passenger volumes are high, the closed option is better. Where there are many stations with few passengers and regulations exist to penalize passengers without tickets, the open option may be more cost-effective. Pre FS Report (FR ) Page No. 24

32 TA 7750-IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study 6 CONCEPTUAL BRT DESIGN FOR JODHPUR 6.1 Introduction This chapter sets out the essential features of the proposed BRT system. As noted earlier, the basic route follows the recommendation of the CMP for an initial BRT route in Jodhpur. Since the CMP did not provide any detail on how the BRT might be designed, and in fact recommended a number of flyovers along MG Hospital Road that would have greatly reduced the effectiveness of a BRT system, a major aspect of this study has been to examine how a BRT might be introduced along this congested and relatively narrow section of the overall alignment. 6.2 Route Choice The CMP proposed that the BRT should have its northern terminal some considerable distance north of Mandore Gardens and its southern terminal near the Ring Road Within this corridor, there are two fundamentally different situations as far as the road types are concerned. On the outer radial section on Pal Road south of 5 th Rd Circle to the Ring Road, the road is an uncongested three lane dual carriageway on which BRT lanes and stations can be provided with little or no problem. On the radial Mandore Road from Paota Circle to Mandore Gardens, the road width varies considerably ranging from dual three lane with a narrow median north of Paota Circle to a 10m single carriageway just south of Mandore Garden to Lal Sagar. For the most part, however, the road is dual three lane and can accommodate two BRT lanes while leaving two lanes per direction for general traffic. This would however require that parking on the kerbside lane be banned or significantly reduced The section through the city centre from 5 th Rd Circle to Paota Circle has road widths ranging from 23m to 15m. This poses some serious problems in terms of providing the BRT with the reserved lanes and well-located stations which are essential if it is to be attractive to passengers. However this section is by far the busiest area of Jodhpur and as the CMP notes, it would be very important from the point of view of attracting the highest passenger volumes to be able to serve this area The outer terminals of the corridor are open to discussion. Having visited the areas to the north of Mandore, it would appear that there is unlikely to be sufficient demand in the near future to support a BRT and to justify taking road space for this purpose. While the industrial areas are certainly growing, it would seem that their needs could be met by either some of the BRT buses continuing to operate beyond Mandore Gardens in regular traffic or by a number of feeder bus routes and auto-rickshaws bringing people to the terminal at Mandore Gardens. As and when the industrial areas develop further, consideration can be given to extending the BRT At the southern end of the BRT, there are a number of very large housing developments being constructed by JDA. It is proposed that consideration should be given to locating the southern terminal of the BRT at one such development South of the Ring Road, the level of activity reduces quite significantly although there are a number of new developments underway. The industrial area of Boranada lies 7 km to the south of the Ring Road and is a major employer. However it is believed that the area south of the Ring Road is best Pre FS Report (FR ) Page No. 25

33 TA 7750-IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study served in the coming years by regular buses with an interchange station on Pal Road north of the Ring Road The proposed route is therefore from Mandore Gardens in the north to a location near the junction of Pal Road and the Ring Road in the south and passing through the city centre en route. The total distance is approximately 18km. The proposed route is shown in Figure 6.1. Figure 6-1 BRT Corridor and Stations Pre FS Report (FR ) Page No. 26

34 TA 7750-IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study 6.3 BRT Lane and Station Arrangement The road passing through the city centre of Jodhpur, MG Hospital Road, has very high activity levels at the roadside and is very narrow. Various options are proposed for ways to give the BRT buses some priority through this difficult area For the areas immediately outside the central area, i.e., north of Paota Circle and east of Jalori Gate, the kerb-side activity levels continue to be quite high but the roads are generally dual three lane with a median. For this situation, the optimum location for the reserved BRT bus lanes is in the centre of the road. In the outer areas both north and south, although there is less kerb-side activity, the use of the central lanes for the BRT remains appropriate In terms of station location, the options are either in the central median in which case the bus doors must be located on the right hand side of the bus or lateral stations in which the doors are on the left as normal. Given the dual three lane road with a central median for most of the proposed corridor, the central island station arrangement is preferred as it means one station can serve both directions and thus save some costs and it also ensures that only BRT buses with special doors can make use of the busway So the working assumption at this stage is that the stations will be located in the centre of the road and the buses will have doors on the right hand side to enable passengers to board and alight. Buses may also have doors on the left hand side to enable the buses to operate off the busway and observe regular bus stops at the kerb. This would be required if, for example, some of the BRT buses were to operate in mixed traffic on the road section between the Ring Road and Bora Nada Industrial Area, or to serve exceptional lateral stations, if any, within the central area. 6.4 Terminal Locations As noted above, it is proposed that the northern terminus be located at the minibus turnaround area at the entrance to Mandore Gardens. In the longer term, some expansion of this area may be needed or the terminal could be moved further north if demands at the industrial area justified the service. The southern terminal is proposed to be located in one of the new residential developments being undertaken by JDA. Interchange facilities should be provided at both terminals. At this stage it seems premature to identify specific areas for the terminals but this will need to be done as part of any full Feasibility Study. It will be the responsibility the system owner to identify available sites. Estimates of land area required will be provided later in this report once the fleet size and facility requirements have been calculated. 6.5 Station Locations An initial assessment has been made along the corridor and a provisional list of station locations has been prepared as shown in Table 6.1. Pre FS Report (FR ) Page No. 27

35 TA 7750-IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study Table 6.1 Provisional Station Locations No. Station Name Chainage (m) 1 Mandore Terminal 0 2 Station A Balsamand Lal Sagar Mandore Mandi Badasia Phatek Mahamandir Mahamandir Paota Cross Road Paota Circle High Court stadium Nai Sarak Station Road MG Hospital Jalori Gate rd Rd th Rd Circle th Rd Barka Tullah Bus Stand Shastri Nagar Station B Stubhash Nagar Chopasani HB Ashok Udyan Khema Ka Kuan Pal Balaji Mandir Station C Station D N of Ring Road Southern Terminal In total, there are 32 stations including the two terminals. The average station spacing is about 600 m. 6.6 Design Standards Road Cross Sections It is useful to set out some basic standards for the most common road cross sections. These are listed in Table 6.2. Pre FS Report (FR ) Page No. 28

36 TA 7750-IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study Table 6.2 Road Cross Sections by Type Running section Two way station section Junction with Right Turn Lane Junction with Right Turn Lane and Station m m m m sidewalk 2.00 sidewalk 2.00 sidewalk 2.00 sidewalk 2.00 traffic 3.50 traffic 3.50 traffic 3.50 traffic 3.50 traffic 3.50 traffic 3.50 traffic 3.50 traffic 3.50 divider 1.00 divider 0.00 right turn 3.50 right turn 3.50 BRT 3.50 BRT 3.00 divider 0.00 divider 0.00 BRT 3.50 Station 3.00 BRT 3.50 BRT 3.00 divider 1.00 BRT 3.00 BRT 3.50 station 3.00 traffic 3.50 divider 0.00 divider 0.00 BRT 3.00 traffic 3.50 traffic 3.50 traffic 3.50 divider 0.00 sidewalk 2.00 traffic 3.50 traffic 3.50 traffic sidewalk 2.00 sidewalk 2.00 traffic sidewalk The sections outlined in Table 6.2 are shown in Figures Figures 6.4 and 6.5 show the arrangements and roadwidth needed if right and U turn movements are to be permitted. At this preliminary stage it has been assumed that all right or U-turn movements would require a separate lane in order not to block the through movement with vehicles waiting to turn right and also to avoid uncontrolled conflicts with the BRT movement. In many cases obtaining the extra roadwidth may not be easy. It is recommended therefore that the full Feasibility Study examines the current and future demand for right and U-turns along the BRT corridor with a view to limiting these movements to the smallest number of locations possible. Pre FS Report (FR ) Page No. 29

37 TA 7750-IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study Figure 6.2 Pre FS Report (FR ) Page No. 30

38 TA 7750-IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study Figure 6.3 Pre FS Report (FR ) Page No. 31

39 TA 7750-IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study Figure 6.4 Pre FS Report (FR ) Page No. 32

40 TA 7750-IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study Figure 6.5 Pre FS Report (FR ) Page No. 33

41 TA 7750-IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study Station Design Stations located in the median will normally be 3m or 4m in width and 24m platform length to accommodate two 12m buses or articulated buses should they be adopted in future. It is assumed that the platform and the BRT bus floor height will be about 65cm to 85cm from the road surface and therefore the length of the wheelchair ramp will be about 12m, assuming a 1:14 ramp gradient and a 85cm floor height. Ideally the ramp will drop to a pedestrian island in the centre of the road in line with the stop line and the pedestrian crossing. This arrangement was shown in Figure 6.3 above. 6.7 Options for Treatment of Central Section The central section is defined to be the section between 5 th Road Circle and Paota Circle, a distance of about 4km. While the official right of way for this entire section is said to be 30m with a road width of 14m, in fact the road width excluding the sidewalk varies from about 23m (two 10.5m carriageways with a median) to about 15 m in the narrow section between Sojati Gate and Nai Sarak junction. In addition, there are a number of isolated bottlenecks created by temples and trees At present, traffic levels even during the busiest times appear to be below capacity at all the junctions and roundabouts along this section. Although speeds are slow approaching the roundabouts and queues develop at Nai Sarak intersection which is signalized, no evidence of queue build-up was observed and on no occasion did any vehicles have to wait for more than one cycle of the signals to cross the signalized junctions The vehicle registrations reported by the RDO which covers Jodhpur and district were discussed in Chapter 2. The overall annual growth rate in registrations was found to be about 18% for motorcycles and 14% for private cars. If these growth rates are reflected in the traffic levels in the central area of Jodhpur, then the reserve capacity at the roundabouts and intersections will be gone within a few years. In this case, traffic will be subject to much longer delays and will also encourage the use of alternative routes from east to west across the city. It will also encourage retail and other commercial activities to relocate away from the central area. This dispersal of activities will further reinforce the trend towards individual private vehicles and away from public transport If the city of Jodhpur wishes to encourage the development of the central area rather than its likely decline, then the provision of a first-class public transport system serving the city centre is essential. The proposed BRT system could be the first step towards this goal As discussed above, ideally the BRT system operates in reserved lanes which ensure that the buses are not delayed even if the traffic levels are heavy and the regular traffic lanes are congested. Clearly as things stand at present, there is not sufficient road width for the full length of the central section to allow the buses to be provided with separate lanes. A range of options exists however which would allow this priority to be provided, either in whole or in part and these options are discussed below Options being considered are as follows: Provide maximum priority measures within the existing road widths Provide grade separation through narrow road sections Widen MG Road to provide dual three lane plus space for BRT stations Each is discussed in turn below. Pre FS Report (FR ) Page No. 34

42 TA 7750-IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study Option 1 Bus Priority Measures within Existing Road Widths The principle in this option is to help the buses avoid or minimize delays by introducing traffic management measures designed to give buses priority over other road users. There are lengths of road within the central section where the carriageways in each direction would enable reserved bus lanes to be provided. However, in many places this roadwidth is not available without demolishing property and acquiring land The main points along the corridor where congestion occurs at present or is likely to arise in future and where providing the BRT with priority is likely to be difficult are as follows (moving from south-west to north-east): 5 th Road Circle 2 nd Road Junction Jalori Gate Circle to MG Hospital Raj Ranchodji s Mandir on MG Hospital Rd Station Road / Sojati Gate to Nai Sarak Junction Nai Sarak Junction to Stadium Paota Circle 5th Road Circle As discussed in Chapter 3, this roundabout appears to have quite high reserve capacity at present and it should therefore be able to operate without much congestion for several years. The BRT buses could operate in mixed traffic through this intersection without incurring much delay. However the BRT station to the east of the roundabout requires protected pedestrian access. If this is to take the form of an at-grade signalized pedestrian crossing, then the distance between the roundabout and the pedestrian crossing is too short to avoid traffic backing up from the signals and blocking the roundabout. It is therefore proposed to convert the 5 th Rd Circle into a signalized intersection Even without the BRT, the forecast increase in traffic levels is such that a more orderly treatment of this junction will be needed. The detailed arrangements for a new intersection will need to be studied as part of the full FS to be undertaken later but possible changes might be to close off 5 th Road from the south (making it into a cul-de-sac) and make 5 th Rd to the north oneway northbound to reduce the number of phases of the signals. In addition, turning restrictions between Pal Road and Chopasani Road could be introduced with little inconvenience. This would enable time to be made available for a signalized pedestrian crossing at the BRT station to the east of 5 th Road at Kohinoor Cinema A station would be located outside the Kohinoor Cinema to the west of 5 th Rd Circle. The road and the sidewalk are wide at this point and able to accommodate the station From 5 th Road westwards, the BRT would have reserved lanes until Jalori Gate. A mid-block station would be provided around chainage 9600 to the west of 3 rd Road junction and the break in the median at 3 rd Rd would be closed off. 2 nd Rd Junction This is currently a signalised junction with major road constriction on the eastbound approach due to the encroachment of the Shanishchargi Temple Pre FS Report (FR ) Page No. 35

43 TA 7750-IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study into the right of way. The approach width is currently about 7m or two lanes only. It is likely that the BRT lane will have to end before the temple and the BRT will operate in mixed traffic through the junction. As long as the BRT can by-pass any queuing traffic to reach the temple then any delays should be minimal. Jalori Gate Circle This is a major bus stop at present and the BRT would need to have a station as close as possible to this circle. It is proposed to locate a station about 70m east of Jalori Gate As with the other roundabouts, the traffic circulation pattern at Jalori Gate leaves much to be desired. Specifically the short or non-existent weaving distances between some approach arms result in vehicles crossing virtually at right angles which, given the driving behaviour, creates potentially dangerous situations. Despite this problem, the roundabout appears to operate within its capacity and thus it would be possible to retain the present arrangement so long as this continues However one of the problems of retaining the roundabout is providing safe pedestrian access to the BRT station at Jalori Gate. It is not possible to locate a set of pedestrian signals too close to the exit lanes from the roundabout to avoid any blockage of the roundabout by traffic stopped at the signals. To achieve safe access, it may be necessary to modify the roundabout in some way. Signals could be added on the approaches or the roundabout could be converted into a junction. This matter will be examined as part of the full FS After Jalori Gate towards MG Hospital, the road widens and a BRT lane would be reinstated for MG Hospital Station which is proposed to be located in the wider section of road about 100m west of Ran Ranchodji s Mandir. After this station, the road narrows again to about 15m through the T-junction with the road from the railway station and then widens again after the junction towards Station Road At this junction, right turns towards the railway station would be permitted in a right turn lane. BRT would operate in mixed traffic in both directions through this junction. Thus if possible, there would be two through lanes in both directions with an extra right turn lane in the eastbound direction. Station Road Junction It is proposed to locate the station to the west of this junction which would be signalised. The BRT bus lane in the eastbound direction would continue right up to the junction. The lane arrangement would be for three lanes eastbound, one of which would be an exclusive BRT lane, and two lanes westbound for all traffic including BRT. Since the westbound traffic would have been divided between Station Road and MG Hospital Road, the demand for general traffic would be reduced. The BRT stopping location in the westbound direction would be about 50m from the junction which would require the station to be longer than normal. General traffic would be merged to one lane at this point to allow the BRT lane to re-start. The arrangement is shown in Figure The BRT buses travelling eastbound would be given a few seconds advance green at this junction to enable them to stay at the head of the platoon of traffic moving through the narrow 14 m section until Nai Sarak. In this way, the delay to the buses could be minimized If the above proposal was not workable, then it would be possible to make MG Road one-way eastbound from the junction at the temple up to Station Road with all westbound traffic other than the BRT having to use Station Pre FS Report (FR ) Page No. 36

44 TA 7750-IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study Road. This would certainly allow adequate space for a BRT station just prior to the junction with Station Road and also ensure the BRT buses could have an advance green, if necessary. It is not clear what the implications would be on the roads around the station. Figure 6.6 Pre FS Report (FR ) Page No. 37

45 TA 7750-IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study Nai Sarak Junction The Nai Sarak junction is shown in Figure 6.7. Although the optimum location for the station would have been to the west of the junction, this is not possible due to lack of road width. It is therefore necessary to locate the station for both directions to the east of the junction. Space is available to widen the road at this location by taking part of the minibus loading area as shown in Figure 6.7. The main problem with this arrangement is the poor alignment between the westbound discharge lanes and the road section to the west of Nai Sarak The BRT buses arriving at this junction from the west should arrive at the front of the platoon of vehicles from the Station Road junction - although this will be disturbed by traffic from Sojati Gate. No priority will be needed at this point as buses will simply be moving forward to the station. After the station and moving eastwards from Nai Sarak, the BRT buses will operate in mixed traffic through the narrow section from Nai Sarak to the stadium. At this point, the road widens to 10.5m eastbound and about 9m westbound which should allow the traffic to flow freely again. Delays through the narrow section therefore should be small In the westbound direction, it is proposed to create a signalized intersection at the junction of the road to the west of the stadium and High Court Rd. This junction would play the same role as Station Road junction in the eastbound direction, i.e., it would give the BRT bus an advance green signal to enable it move ahead of other traffic. The BRT lane westbound would run up to the stop line and the BRT buses would be given an advance green signal to allow them to move through the narrow section at the head of the platoon of traffic and arrive quickly at the Nai Sarak station. After the Nai Sarak station, again the BRT lane would run right to the stop line and again the BRT buses would be given advance green to enable them to move through the narrow section past Sojati Gate to Station Road Moving east from Nai Sarak, a station would be provided at the stadium and another at the entrance to the government offices which may require reducing sidewalk width slightly The BRT lanes would continue towards Paota Circle. It is not clear if the road width is adequate for this entire section but if not, it may be possible to reduce the sidewalk width slightly or to take some land towards the rail line. Pre FS Report (FR ) Page No. 38

46 TA 7750-IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study Figure 6.7 Pre FS Report (FR ) Page No. 39

47 TA 7750-IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study Paota Circle The proposal for Paota Circle is shown in Figure 6.8. It is proposed to make use of the turn back connecting High Court Road with the flyover to channel all traffic from the south who want to turn right on Baner Road to the end of the flyover ramp. Similarly, all traffic from the flyover bridge who wish to go north on Mandore Road must move to High Court Road A station can be provided on the southern approach to Paota Circle which can serve the surrounding area as well as the long-distance bus terminal. Figure 6.8 Pre FS Report (FR ) Page No. 40

48 TA 7750-IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study Improve capacity of secondary roads near MG Hospital Road There is a secondary road which runs parallel to and north of MG Hospital Road from Jalori Gate to Nai Sarak and then with a dog-leg on to a road which leads to the North-South road beside the Umaid Stadium (near McDonalds). It is understood that consideration is being given to increase the capacity of this road. At present, it varies in width from about 7m to 10 m but has many obstructions such as trees and shrines occupying part of the road space. If this road were to be widened and obstacles removed or designed around then this additional capacity would relieve pressure on the congested section from Nai Sarak to Jalori Gate. Option 2. Provide Grade Separation for the BRT Two sub-options exist for this option to build one or more flyovers or one or more tunnels. The flyover option would result in significant loss of road space beneath the flyover and in terms of the urban landscape and environment would be hugely damaging. The flyover option was not therefore pursued. The tunnel option, while more technically demanding and more expensive, would be able to provide the capacity for the BRT and its stations while allowing the conditions at ground level to remain unchanged or, if desired, improved. It would provide a superb catalyst for upgrading of the MG Hospital Road, for preserving and improving the retail outlets and providing more space for pedestrian movement This option would require a full civil engineering assessment to understand the problems and opportunities. For the present, a conceptual arrangement will be provided with some indicative costing The section which would require grade separation is from the west of Jalori Gate to the Stadium on High Court Road. The extent of the proposed tunnel and its entrance and exits are shown in Figure 6.9. If there were significant cost savings, the tunnel from Jalori Gate could re-surface after MG Hospital until Station Road. Figure 6.9 Tunnel Section from Jalori Gate to Umaid Stadium Pre FS Report (FR ) Page No. 41

49 TA 7750-IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study For this option, four stations would be underground and would be located at Jalori Gate, at Raj Ranchodji s Mandir, east of Station Road junction and west of Nai Sarak junction The tunnels would be two lane at the running sections with wider sections for stations. If four lanes were to be provided at the underground stations it would allow overtaking and greatly increase the capacity of this section. While this would clearly increase the cost, it may be worthwhile if it is planned to expand the single initial BRT route into a larger network in future. If the initial BRT route was successful, and there is no reason to believe it would not be, then further BRT routes would increase the catchment of the BRT and increase public transport modal share. The CMP indicated several BRT routes for future development all of which would converge on the central area. Thus additional future BRT lines from Chopasani Road, New Power House Road, Ratanada Road, NH65, etc. could be accommodated through the central area if four lane tunnels were built at the stations and the stations had long platforms to accommodate separate loading bays for the routes being served The current thinking is that the stations at ground level would be located in the median strip with the buses having doors on the right hand side. Passengers would then have pedestrian crossings to ensure they could cross from the centre of the road to the side of the road in safety. For the underground stations, although there is no pre-existing median, the station platform would be in the centre of the two lanes and boarding would continue to be from the right hand doors. It is proposed that passengers would cross the busway to get to the correct side of the road and then take stairs / elevators to the surface Pedestrians would have signals at the underground stations to control crossing of the busway. Given a BRT arrival interval of a bus every two minutes, this should allow more than enough time for people to cross safely. Even if the number of routes were to be increased in future, there should still be enough time for pedestrian movement, possibly at the expense of imposing some small delay on the BRT buses Figure 6.10 shows a schematic proposal for an underground station which was considered for Sao Paolo in Brazil and is similar to what is being proposed herein. Figure 6.10 Underground Station Proposal Sao Paolo Pre FS Report (FR ) Page No. 42

50 TA 7750-IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study Figure 6.11 shows a BRT bus in Quito, Ecuador emerging from a tunnel section. It should be noted that this BRT line uses trolley buses under electric power. The trolley buses were adopted to make use of the hydro power which is available in Quito. With the increase in solar power generating stations in Jodhpur, consideration may also be given here to make use of electric trolley buses for BRT For this option, no land would be required to be resumed and no resettlement/ relocation would be needed. Figure 6.11 BRT Tunnel Section in Quito 6.8 Option 3. Widen MG Hospital Road MG Hospital Road is the only traffic artery through the centre of Jodhpur. From the north, Mandore and Banar Roads, both of which are dual three lane highways, meet at Paota Circle and funnel into High Court Road and State Highway 65. Much of the traffic follows High Court Road, itself a dual 2/3 lane road. After the Umaid Stadium, this narrows to a 14m roadwidth, and with some isolated widening at junctions, this width is maintained until Station Road Moving further to the west, the road widens after Station Road, narrows again at Raj Ranchodji s Mandir, widens again after that and then narrows through Jalori Gate roundabout. After Jalori Gate, the road is dual three lane with a median A similar situation exists from the west. At 5 th Road Circle, Pal Road and Chopasani Road, both of which are dual three lane roads, meet and traffic is funneled first into the dual three lane section of Chopasani Road to Jalori Gate and is then funneled further into the 14m single carriageway section from Station Road to Umaid Stadium The buildings fronting the narrow sections of road, with the exception of Raj Ranchodji s Mandir, appear to have little architectural or townscape merit and would suggest that the whole of Jodhpur would benefit from a comprehensive urban renewal program which would widen the road as necessary from before Jalori Gate to the stadium. The BRT would be an integral part of this redevelopment running in the centre of the widened road To achieve this, it would be necessary to widen the road to a uniform width sufficient to provide adequate space for traffic, the BRT and stations where necessary and wide sidewalks and planters. It is proposed that 32m would be a suitable width. At the running sections of the BRT, this would comprise two 3.5m lanes in both directions for general traffic, two 3.5m lanes for the BRT busways, two 1m dividers between the BRT lanes and the traffic lanes, two sidewalks which should be at least 3m wide to accommodate pedestrians and window shoppers and two 1.5m planters between the sidewalk and the traffic lanes. At the BRT stations, the BRT lanes would be narrowed to 3.0m, the 1m Pre FS Report (FR ) Page No. 43

51 TA 7750-IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study dividers omitted and a station of 4m width provided. If more landscaping or planters were desired or wider sidewalks were wanted then these would require additional width. These road layouts are shown in Figure Figure 6 12 Figure 6.12 Lane Arrangement for Urban Redevelopment Option This option clearly requires considerable land acquisition. Details are given in Chapter 8. A complete redesign of all the traffic circles along this section would also be needed Each of the above options will be assessed in the overall economic analysis and a recommended approach will be taken based on these findings. 6.9 Options for South and North Radial Sections South Radial Section 5 th Road Circle to Ring Road Pal Road from 5 th Road to the Ring Road is almost uniformly dual three lane with a 2m central median. Lane widths are 3.5m and so the road width is Pre FS Report (FR ) Page No. 44

52 TA 7750-IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study 23m. Most of the section has sidewalks with the building lines set well back from the road and it would appear that it should be possible to provide two lanes for BRT and stations as required along the length of the road At present, right and U turns are permitted at many locations along the road. If the BRT were to be constructed, then right and U turns would require to be restricted and to be fully signalised to ensure safety. Currently many right turn movements are made at roundabouts, some of which should be converted to signalised intersections to facilitate BRT operation and pedestrian access to stations At intersections with right turn movements where stations are also located, the roadway width must be increased from 27m to about 30.5m to accommodate a 3m wide station / pedestrian safety island, two 3m wide BRT lanes at the station and a 3.5m right / U turn lane. This layout was shown in Figure Details of the various JDA housing developments in the area south of the Pal Rd./ Ring Road junction are not yet finalized and no study was made of space for terminal facilities or access. However discussions were held with JDA to raise the possibility and advantages of terminating the BRT in such a development project area. North Radial Section Paota Circle to Mandore Gardens The road width in this section is less uniform than in the south. For the most part, it is also dual three lane but with a narrower median of about 1.5m. There are however some sections of road where it is slightly narrower with the loss of one southbound lane, e.g., the 400m section north of Mahamandir Circle. The section north of Lal Sagar to about 500m before Mandore Gardens has a 15m road width and the final 500m to Mandore Gardens is listed as 12m The proposals for these sections are as follows: For the 400m north of Mahamandir Circle, every effort should be made to acquire the land to enable the two BRT lanes to be provided at this initial phase; For the section north of Lal Sagar, it is proposed that the BRT will operate in mixed traffic initially although stations will be constructed in the centre of the road with localised widening in the expectation that the section will be widened as the area develops. However if the land to widen the road can be acquired without delay and at a reasonable price, the widening and construction of the two BRT lanes could take place as part of the initial phase. This can be re-assessed when the full FS is carried out Preliminary Layout Drawings A set of drawings showing the entire corridor is attached as Annex B. The drawings show the location of the busway, the stations and junction layouts and were also intended to assist in the estimation of land acquisition The drawings relate to Option 1 in which no land is acquired in the central section. They can however be used as a reference to help identify where land would be needed for Option 3. Pre FS Report (FR ) Page No. 45

53 TA 7750-IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study 7 BRT RIDERSHIP, REVENUE AND VEHICLE REQUIREMENT 7.1 Outline BRT Design and Performance The BRT service is proposed to operate from a terminal near the Jaisalmer Ring Road via Pal Road, MG Hospital Road and Mandore Rd. to Mandore Gardens. Since at present there is minimal congestion on the radial roads, the BRT cannot be expected to operate at speeds any higher than general traffic on these roads. In future, however, as traffic levels rise and congestion increases, the presence of the exclusive lane for buses is likely to result in time savings From 5 th Road Circle to Paota Circle, traffic speeds are currently quite slow and the presence of an exclusive BRT lane would result in time savings. Option 1 could be considered to provide small amount of time savings while Options 2 and 3 could be expected to provide much greater savings Apart from any time savings, the BRT is expected to offer a very different public transport service from anything currently available in Jodhpur. The BRT buses would be modern and comfortable with adequate capacity to take peak loads without overcrowding. The service would be predictable and reliable with very short waiting times The intention is that the service would be of sufficient quality to attract not only the current bus and auto-rickshaw passengers but also residents who had access to a motorcycle or car. 7.2 Restructuring of Existing Bus Routes The proposed BRT alignment will duplicate several of the existing minibus routes. Routes 1, 4, 5, 7, 15 and 23 all have a significant proportion of their routes which duplicate the BRT. Details are shown in Figure 7.1. How best to ensure the BRT maximizes its potential ridership while at the same time trying to involve the minibus operators in the new BRT operation is discussed in Chapter 10 on Institutional Issues. For the present, it will be assumed that where substantial sections of a minibus route duplicate the BRT, then the route will be cancelled or truncated. Table 7.1 shows the initial thinking on this matter. Table 7.1 Proposed Adjustments to Minibus Routes Rt. No. Existing Terminals Proposed Changes 1 Mandore Pal Rd Cancel 2 Air Force Family Soor Sager No change Quarters Kaliberi 4 Mata Kathan MDM Hospital Truncate to Railway Station 5 Mandore Chandpole Truncate to Jalori Gate 7 Chopasni Mandore Truncate to 5 th Rd Circle 15 Mandore Filling Chopasni Truncate to 5 th Rd Circle Station 23 Bora Nada Industrial Area Housing Board Shikargarh Cancel Pre FS Report (FR ) Page No. 46

54 TA 7750-IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study Figure 7-1 Minibus Routes Duplicating BRT 7.3 Fare Structure, Fare Levels and Ticketing If the above route cancellations and truncations are to be acceptable to the current users of the minibuses, then the BRT must be able to offer a comparable or better service. Fare is an important aspect of this and it would seem that when the BRT begins operation, it should charge fares which are Pre FS Report (FR ) Page No. 47

55 TA 7750-IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study no more than, and hopefully less than, the current minibus fares. Thus the fare structure should be a graduated distance-based structure with a level similar to the current minibus fares. The ridership forecasts which follow assume this to be the case. 7.4 Ridership Forecasts As noted earlier, bus and auto-rickshaw occupancy surveys were undertaken at several points along the BRT corridor. Summaries of the key results are shown in Tables 7.2 and 7.3 which show the daily passengers observed at the survey locations by route for northbound and southbound movements respectively. Table 7.2 Observed Daily Minibus Passengers by Route and Location (N/b) Northbound Minibus Passengers Observed at Survey Point by Survey Location Route (All day) Rt. 1 Rt. 2 Rt. 4 Rt. 5 Rt. 7 Rt. 15 Rt. 23 Total Mandore Lal Sagar Paota Circle Jalori Gate th Rd Cir New Park Ring road Table 7.3 Observed Daily Minibus Passengers by Route and Location (S/b) Survey Location Southbound Minibus Passengers Observed at Survey Point by Route (All day) Rt. 1 Rt. 2 Rt. 4 Rt. 5 Rt. 7 Rt. 15 Rt. 23 Total Mandore Lal Sagar Paota Circle Jalori Gate th Road Cir New Park Ring Road The daily observed minibus passenger flows were converted to peak hour flows by multiplying by the observed ratio of peak hour to all day passengers which was 12% and then combining the results with the peak hour survey data for auto-rickshaws. It was assumed that if the network changes proposed above were implemented, then 80% of minibus passengers would switch to BRT. For the auto-rickshaw passengers, the assumed rate of diversion was much smaller at 20% Peak-hour passenger figures were available for motorcycle users for the survey location on Pal Road which showed that about 2000 people used motorcycles at that point. Taking this proportion to apply to all the above survey locations and assuming 10% of motorcycle passengers switch to BRT, an estimate of the BRT ridership that might be generated from motorcycles was obtained. Pre FS Report (FR ) Page No. 48

56 TA 7750-IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study The total predicted BRT ridership crossing the various survey points is shown in Table 7.4 and it can be seen that the occupancies have a maximum of 1369 passengers at Jalori Gate in In the CMP, it is estimated that the population of Jodhpur is growing at about 4% per annum. If it is assumed that the BRT might take 4 more years to plan and construct, then the ridership should be increased by 4% per annum for this period. This gives a 2016 figure for the peak load point to be 1600 passengers again at Jalori Gate Since the distance between survey locations is known, it is possible to calculate the passenger.km along the corridor which is 19,637 pass.km in Assuming an average passenger trip distance of 6km on the BRT, this suggests a total peak hour ridership of about 3273 in the northbound direction. Table 7.4 Peak Hour Diversion to BRT (Northbound ) Survey Location Minibuses Auto Rickshaws Motorcycles Total BRT Passengers Pass.km peak hour Est divn. to BRT % peak hour Est divn. to BRT % Peak hour Est divn. to BRT % % 80% 20% 10% 4% km between survey points Pass.km Mandore Lal Sagar Paota Circle Jalori Gate th Rd Cir New Park Ring road Total Ave Pass trip length (km) = 6 Peak Hour Passengers = A similar exercise for the southbound direction indicates a maximum load of 2192 passengers in 2016 which occurs at Paota Circle. Using the same procedure to calculate the passenger.km, the number of passengers in the peak hour is estimated as 3231 assuming an average 6km trip length. Details are given in Table It is noted that the ridership estimates are very similar for both directions and result in a total two-direction peak-hour ridership of about 6500 passengers. Assuming a continuation of the 12% peak-hour factor, the daily ridership in 2016 would be about 54,000 passengers. Pre FS Report (FR ) Page No. 49

57 TA 7750-IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study Table 7.5 Peak Hour Diversion to BRT (Southbound ) Survey Location Minibuses Auto Rickshaws Motorcycles Total BRT Passengers Pass. km Peak hour Est % divn. to BRT peak hour Est % divn. to BRT Peak hour Est % divn. to BRT % 80% 20% 10% 4% km btween survey points Pass.km Mandore Lal Sagar Paota Circle Jalori Gate th Road Cir New Park Ring Road Total Ave Pass trip length (km) = 6 Peak Hour Passengers = Revenue Forecasts The current minibus fare scale is as shown in Table 7.6 and the fare per km is shown graphically in Figure 7.2. Table 7.6 Current Minibus Fare Scale Distance Band (km) Fare (Rs) Fare per km (Rs) < Pre FS Report (FR ) Page No. 50

58 TA 7750-IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study Minibus Fares per km Fare/Km (Rs) Rs/km Trip Distance (Km) Figure 7-2 Minibus Fare per km by Distance Travelled Since the length of the BRT is expected to be about 18km from Mandore Garden to the terminal at the Ring Road, it is likely that the average trip length will be about 6km. From the information in Figure 7.2, it would seem that a 6km trip would cost about Rs1.25 per passenger.km and this would also seem to be a reasonable average figure From the data in Tables 7.4 and 7.5, it can be seen that the two-way total passenger.km is about 39,000 per peak hour which at the peak factor of 12% would result in revenue of Rs 406,250 per day. 7.6 Vehicle Requirement At this Pre-Feasibility stage the ridership forecasts are preliminary and do not have any detail such as on and off movements at stations. It is not therefore appropriate to consider detailed operational issues such as short working services, etc. It is clear however that the ridership based on today s pattern falls off significantly at the outer areas of the route. This suggests that the end to end service may usefully be reinforced by a service focusing on the central area and slightly beyond. For the present, however, estimates will be based on an end to end service From the information in Tables 7.4 and 7.5, it can be seen that the peak load at the peak hour in the southbound direction is 2192 pphpd while in the northbound direction, it is 1775 pphpd. The critical direction is therefore southbound and the load to be designed for is 2192 pphpd The frequency of service to be offered depends on the capacity of the bus in service. For a flow of over 2000 passengers per hour the options would seem to be either a 12m single deck bus which would have a capacity of about 85 passengers assuming about 35 seats or a 15m single deck articulated bus with a capacity of about 120 assuming about 45 seats. If the 12m bus is adopted it would require to operate at a peak frequency of about 2-3 minutes whereas the 15m articulated bus would require to operate at a peak frequency of about 3 4 minutes The route distance proposed is 18km and it is likely that the BRT could operate at kmph depending on the extent of priority it can achieve Pre FS Report (FR ) Page No. 51

59 TA 7750-IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study through the central area and the extent to which priority is needed and can be provided at intersections in the outer areas Assuming the BRT can operate at 22kmph and that an allowance of 10% of the journey time is given to the drivers for a rest at the end of each trip, the time for one round trip would be about 108 minutes. In this case, the number of 12m buses needed for say a 2 minute frequency would be 54 buses. If the 15m articulated buses were to be used operating at a 3 minute frequency, then 36 buses would be needed. An allowance for spares of 10% would need to be added to these figures to provide the estimate of fleet size. Thus a fleet of 60 12m buses has been assumed for costing purposes While these ridership figures will be re-assessed at the Feasibility Study stage, it is worth noting that if the minibus routes are cancelled or truncated as suggested herein, then the initial ridership using 12m buses will be rather close to the realistic capacity of a single lane using 12m buses. Options to increase capacity with a single lane are to operate two 12m buses as a convoy. In the design of the stations this has been allowed for since the platform length proposed is 24m. Two 12m buses in convoy with simultaneous boarding could be expected to carry 5,000 to 6,000 pphpd at the maximum load point If it is planned to create a BRT network in Jodhpur as would seem sensible, then the section between Paota Circle and 5 th Road Circle will be very busy and it is likely that longer stations with more stopping places would be needed as would four lanes to enable overtaking at the stations. This would suggest that the tunnel option with four lanes at stations would be the most appropriate design. Pre FS Report (FR ) Page No. 52

60 TA 7750-IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study 8 LAND ACQUISITION AND RESETTLEMENT IMPACTS 8.1 Introduction As part of the pre-feasibility study of the proposed BRT system in Jodhpur, a preliminary social assessment was carried out to assess potential land acquisition and resettlement impacts of the three alternative options. For each of the three options, the extent of impacts (preliminary) in terms of land acquisition and resettlement have been assessed, and block cost estimates worked out. These have provided inputs to the economic and financial analysis of the options, apart from providing guidance to the JDA and Government of Rajasthan in the finalization of the most feasible option. The key activities carried out as part of the initial social assessment included: i.) Reconnaissance site visits to the corridor and appreciation of the alternative options; ii.) Preliminary consultations with the stakeholders, including JDA, revenue department, communities along the corridor and other Government agencies; iii.) Collection of secondary information on RoW availability along the corridor, land values at various locations along the corridor; consultations with real estate professionals in understanding the prevailing market values along the corridor; iv.) Preliminary assessment of potential impacts, on land, structures, cultural properties and other assets; v.) Appreciation of ADB policies w.r.t resettlement in ongoing urban development projects in Rajasthan; vi.) Assessment of preliminary cost estimates for land acquisition; and, vii.) The way forward. 8.2 RoW Information along the Project Corridor The existing Right of Way (ROW) information for the project corridor was obtained from the Public Works Department and JDA. In addition, the actual land width available at various locations along the corridor was measured to understand the available RoW free of encumbrances. Based on the available land widths, the corridor can be divided into sections as follows: Section 1: Mandore Junction to Lalsagar (2km) about 29m, with the exception of about 300m in the initial stretches where the RoW is less than 25m; Section 2: Lalsagar to Mahamandir (2km) - between 20-24m; Section 3: Mahamandir to Stadium (3.1km) ranges from 25-30m; Section 4: Stadium to Jalori Gate (about 1.8km) narrowest section along the corridor passing through the old city of Jodhpur with widths ranging from 14 to 18m; Section 5 : Jalori Gate to Residency Road circle (about 1.8km) ranging from 28 to 30m; and, Section 6: Residency road circle to the Ring road junction (about 7km) the section with widths available of about 40m uniformly for the entire length. 8.3 Need for Land Acquisition and Resettlement The land acquisition requirements and resettlement impacts have been assessed for each of the three alternative options being evaluated for the proposed BRT corridor: Pre FS Report (FR ) Page No. 53

61 TA 7750-IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study Option 1 Bus Priority Measures within Existing Road Widths Option 2. Provide Grade Separation for the BRT Option 3. Widen MG Hospital Road Minimization of resettlement impacts and private land acquisition has been a critical consideration during the finalization of the potential options for the proposed BRT facility. This has been achieved through: (i) Preparation of cross-sections / designs to minimize land acquisition along the northern and southern stretches of the corridor. Accordingly, cross-sections that can be accommodated within the available RoW, with the exception of stations and junction locations are proposed; and (ii) Consideration of design options to avoid land acquisition along stretches within the central stretch of the corridor within Jodhpur city. Towards achieving the same, Option 1 has been worked out within the existing road width while the Option 2 proposes grade separation of the BRT lanes within the congested portions of the Jodhpur city through construction of a tunnel from Stadium upto Jalori Gate. As a result, Options 1 and 2 do not envisage significant land acquisition impacts with the exception of BRT stations The Option 3 conceives the BRT corridor as an integral part of a comprehensive urban renewal program for Jodhpur. This option would require widening the road as necessary from the Stadium upto the Jalori Gate. The BRT would be an integral part of this redevelopment running in the centre of the widened road. To achieve this, it would be necessary to widen the road to a uniform width sufficient to provide adequate space for traffic, the BRT and stations where necessary and wide sidewalks and planters. It is proposed that 32m would be a suitable width. Acquisition of an additional land ranging from 14 to 18m along this stretch shall be required to accommodate this Option. Apart from land acquisition, impacts on commercial structures shall be significant given that this stretch forms part of the commercial spine of the city. This option requires considerable land acquisition and shall result in displacement of businesses, which have been in existence over the past more than 50 years. 8.4 Potential Impacts - Land A preliminary estimate of land acquisition for the three options is summarized in Table 8.1. Option 1, has the minimal land acquisition requirements, as the option envisages bus priority measures within the available road widths. For Section 1 from Mandore junction to Lalsagar it is proposed that the BRT will operate in mixed traffic initially although stations will be constructed in the centre of the road with localised widening. Option 2, has the same extent of land requirements as Option 1, the only variation being that there will be dedicated BRT lanes in the northern end of the corridor, section 1 from Mandore Junction to Lalsagar, which would trigger land acquisition. The land required along this stretch includes Government lands belonging to a school as well as lands belonging to the Police and Defence departments. Land acquisition within the city stretch is not envisaged due to the proposal of a tunnel for the stretch from Stadium to Jalori gate; Option 3, in addition to the land requirements of Option 2, requires an acquisition of about 2.4ha of strip land acquisition apart from impact on properties and assets within the city stretch. Pre FS Report (FR ) Page No. 54

62 TA 7750-IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study Table 8.1 Preliminary Land Acquisition Requirements S.No Section Land acquisition requirements(sq m) Option 1 Option 2 Option 3 1 Section 1: Mandore Junction to Lalsagar 2 Section 2: Lalsagar to Mahamandir 3 Section 3: Mahamandir to Stadium (3.1km) 4 Section 4: Stadium to Jalori Gate 5 Section 5 : Jalori Gate to Residency Road circle 6 Section 6: Residency road circle to the Ring road junction Total Potential Impacts - Private Structures Table 8.2 presents the potential impacts on private structures. The extent of impacts on properties is significant in case of Section 4 within the city, wherein a total of 973 private properties apart from 21 squatters shall be impacted if widening is to be carried out to 32m from the existing widths. While there is no land acquisition envisaged along section 5, there is significant encroachment within the RoW along this stretch as a result of which 127 encroachments have been inventoried, and are likely to be impacted. Table 8.2 Preliminary Assessment of Impacts on Private Structures S. Section Option 1 Option 2 Option 3 No Encroachers Squatters 1 Section 1: Mandore Junction to Lalsagar 2 Section 2: Lalsagar to Mahamandir 3 Section 3: Mahamandir to Stadium (3.1km) Section 4: Stadium to Jalori Gate Section 5 : Jalori Gate to Residency Road circle Section 6: Residency road circle to the Ring road junction Total Titleholders Encroachers Squatters Titleholders Encroachers Squatters Titleholders Pre FS Report (FR ) Page No. 55

63 TA 7750-IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study Of the 973 structures within Section 4, there are significant numbers (about 30%) of structures occupied by tenants. Several of these tenants have been occupying the premises (for business purposes) for more than years. The rents currently being paid by these households are not commensurate with the prevailing market rates. Consultations with several of the structure owners and tenants indicated that the rents paid are about 25% of the prevailing rates. 8.6 Potential Impacts - Government Lands In addition to the private properties, impacts on the following lands/properties belonging to the various Government agencies are envisaged (Table 8.3). Apart from the lands belonging to the state government agencies/departments, impacts on railway land and lands belonging to defense ministry are likely. Table 8.3 Assessment of Impacted Government Lands S. No Structure and location Option 1 Option 2 Section 1: Mandore Junction to Lalsagar 1 Sr. Secondary School (LHS) 2 Defence land / Police land Section 2: Lalsagar to Mahamandir 3 Railways land (Mandoor Mandi to Mahamandir ) Section 3: Mahamandir to Stadium 4 33kV substation (Manji ka Hattha ) 5 Railway land (ROB crossing to Stadium) 6 Govt. offices and High court and Ghoomar Hotel 7 Commisionerate office Section 4: Stadium to Jalori Gate 8 MG Hospital x x Section 6: Residency road circle to the Ring road junction 9 PHED pump house room (Near Chopasni Housing board station) Option Impacts on Cultural Properties Raj Ranchhodji Temple within Jodhpur city is the most significant of the religious properties along the corridor. Though not a protected monument, the temple is heavily visited and is one of the tourist attractions of Jodhpur. Impacts to the temple are envisaged in the event of Option 3 being taken up. Direct impacts to the temple shall be avoided through widening on the opposite side of the road along the specific stretches In addition, there exists a total of 27 cultural properties along the corridor which are likely to be impacted (Table 8.4). Impacts on each of these structures will require to be carefully addressed during the feasibility studies and designs finalized in consultation with the community, especially along the more visited religious structures as the Mosque (near Mandore Mandi), Shani Temple/ Shani Ji ka Than, Sankat Mochan Balaji Temple and Kheme ka Kua. Pre FS Report (FR ) Page No. 56

64 TA 7750-IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study Table 8.4 Cultural Properties along the BRT Corridor 1. Mosque (near 1st RAC gate) 14. Devi Maa temple 2. Bhomiya Ji temple 15. Baba Ramdeo temple 3. Mosque (near Mandore Mandi) 16. Barkatullah Stadium to Dalle 4. Dargah (Bhadwasiya) Khan ki Chakki (Private bus 5. Huseni Mosque with chicken stand) Shop (Bhadwasiya) 17. Baba Ram Deo temple 6. Small temple (Paota circle) 18. Veer Hanuman temple 7. Old Cenotaph of Gora Dhai 19. Small temple with Peepal tree (opposite to stadium gate) (opposite to stadium) 8. Between Jalori Gate to 5th road 20. Small temple with Peepal tree Circle (opposite to stadium) 9. Jai Ambe Mata temple, at Jalori 21. Someshwar Mahadev temple Gate circle towards pal Road 22. Small temple 10. Shani Temple/ Shani Ji ka Than 23. Shiv Parvati temple 11. Mahadev temple 24. Sankat Mochan Balaji Temple 12. 5th road Circle to Barkatullah 25. Kheme ka Kua Khan Stadium 26. Small temple near Ber (Zizyphus) 13. Hanuman Ji Temple Plant 27. Bhadu Market temple 8.8 Resettlement Policy Framework Resettlement impacts in the project shall be addressed in accordance to the GoI policy requirements and shall conform to the provisions of the Safeguards Policy Statement (SPS), 2009 of the ADB. The Resettlement Framework (RF) for the Rajasthan Urban Development Sector Investment Program being funded by the ADB, is proposed to be adopted for the proposed BRT project in Jodhpur for the following reasons: The RF addresses the various involuntary resettlement impacts envisaged in the proposed BRT facility; The RF is approved by the Government of Rajasthan, and is already being implemented in the various project cities within the state; The RF addresses the requirements of the ADB as well as the GoI/state government The key objectives and core involuntary resettlement principles of the RF to be followed for every sub-project is as follows: i.) land acquisition, and other involuntary resettlement impacts will be avoided or minimized exploring all viable alternative sub-project designs; ii.) where unavoidable, time-bound resettlement plans (RPs) will be prepared and APs will be assisted in improving or at least regaining their preprogram standard of living; iii.) consultation with APs on compensation, disclosure of resettlement information to APs, iv.) and participation of APs in planning and implementing sub-projects will be ensured; v.) vulnerable groups will be provided special assistance 2 ; vi.) payment of compensation to APs including non-titled persons (e.g., informal dwellers/squatters, and encroachers) for acquired assets at replacement rates; 2 Including poor households, households headed by women, the elderly, the disabled, and scheduled tribes considered vulnerable based on the Indigenous People Framework (IPF). Pre FS Report (FR ) Page No. 57

65 TA 7750-IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study vii.) viii.) ix.) payment of compensation and resettlement assistance prior to the contractor taking physical acquisition of the land and prior to the commencement of any construction activities; provision of income restoration and rehabilitation; and establishment of appropriate grievance redress mechanisms The entitlement matrix as proposed in the RF is presented in Annex C. The entitlement matrix summarizes the main types of losses and the corresponding entitlements in accordance with the Government and ADB policies Based on the outcomes of the socio-economic surveys of the affected persons to be taken up during the RP preparation for the project, any modifications to the entitlement provisions shall be worked out and the entitlement matrix modified accordingly. 8.9 Preliminary estimates for land acquisition and resettlement The recent land values (DLC rates) 3 for Jodhpur as published by the District Level Committee, was collected from the Registration and Stamps Department. The DLC rates along various stretches of the BRT corridor are given in Table 8.5. Table 8.5 DLC Rates (2011) along the BRT Corridor S.No Location DLC rate Rs./ sq ft (2011) 1 Mandore Junction, Lal sagar, Mandore 2200 mandi 2 Bhadwasia Mahamandir, Paota circle High court Stadium, Naisadak, MG Road, Jalori 8280 Gate 6 5th Road, residency road circle Barkattulah stadium Shastri nagar Subash nagar, Chowpasni housing 1232 board 10 Khema ka kua Ring road junction The resettlement cost estimate for the project (Table 8.6) includes eligible compensation 4 and resettlement assistance for the three options. Apart from the high resettlement costs associated with Option 3, given that there is a significant impact of businesses within the city and associated livelihood impacts, there is a need for an extensive consultation with the communities, shopkeepers, property owners and tenants prior to finalization of designs. 3 The Registration and Stamps department, Government of Rajasthan, updates the land values of every locality in the state on an annual basis. The updation is carried out by the District Level Committee and the rates are referred to as the DLC rates. 4 Consultations with real estate professionals in the city and discussions with communities in the project area indicated that there is a gap between the DLC rates and the actual transactions, and the difference between the two is of the order of 30-40%. For the purposes of preliminary estimation of compensation for land, 1.4 times of the DLC rates have been considered. Pre FS Report (FR ) Page No. 58

66 TA 7750-IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study Table 8.6 Preliminary Land Acquisition and Resettlement Costs S.No Item Option 1 Option 2 Option 3 1 Compensation towards land acquisition (INR) 32,866, ,800, ,800,838 2 Structure compensation and other resettlement assistance (INR) 24,300,000 25,400, ,800,000 Total (INR) 57,166, ,200, ,600,838 Total (in USD) 1,078,609 2,664,166 65,074, The Way Forward Given the nature and scale of impacts, all the three alternative options shall involve major impacts on more than 200 persons (about 40 families) and hence will be categorized as Category A in terms of Involuntary Resettlement Impacts. In line with the ADB policies, preparation of a RP, in line with the procedures outlined in the RF shall be taken up as part of the feasibility studies. Pre FS Report (FR ) Page No. 59

67 TA 7750-IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study 9 ENVIRONMENTAL ASSESSMENT 9.1 Introduction This chapter describes relevant physical, biological, and socioeconomic conditions within Jodhpur and the project area. The substantive aspects of this chapter will guide the preparation of environmental impact assessment reports during feasibility study and detailed design stage. 9.2 Physical Characteristics Location. Jodhpur District is bounded by Nagaur in east, Jaisalmer in west, Bikaner in north, and Barmer as well as Pali in the south. The length of the district from north to south and from east to west is 197 km and 208 km respectively. The district stretches between and at north latitude and between and at east longitude. This district is situated at the height between meters above mean sea level (msl) Geology. The geological set-up of Jodhpur District is represented by various igneous, metamorphic and sedimentary rocks. Delhi Super Group litho units are very limited and in the form of isolated pockets. Erinpura granites and Malani igneous rocks cover large area in the southern part of the district. Marwar Super Group of rocks occupies maximum geographical area of the district lying in the central, western, and eastern parts of the district. The rock units of various formations belonging to Cenozoic epoch/era represented in very small area and lies in the north-western parts of the district. In the entire district, the hard rocks are overlain by thin blanket of alluvium and windblown sand Geomorphology. Jodhpur district forms part of Great Thar Desert of Rajasthan. In the eastern part of the district, the area between Bilara and Jodhpur is covered by alluvium deposited due to fluvial action of Luni river system. The eastern part of the district area exhibits gentle undulating topography interrupted by small ridges of hard rocks. Regional slope is from north-east towards south-west direction. Orientation of alluvial plain area follows the Luni river and its tributaries. Sand dunes occupy a major part of the district north of Vindhyan escarpment in northern and northwestern part of the district. The sand dunes are transverse and longitudinal types formed due to aeolian action and overlie the denuded consolidated formations. Ridges and hillocks are common features in Bilara and Osian tehsils. A chain of escarpments and ridges composed of comparatively resistive rocks like granite, rhyolite and Jodhpur sandstone are found extending from Shergarh in the west to Bilara in the east. Presence of boulder beds exhibit striking plain topography around Bap and similarly the low lying out-crops of limestone, shale and sandstone layers are also observed in northern part of the district near Phalodi Soils. Red desertic soils are the most predominant soils in central, eastern and southern parts of the district. These are pale brown to reddish brown soils, loose and well drained and texture varies from sandy loam to sandy clay loam. Desert soils occupy a considerable area of the district forming its northern and western parts. Sand dunes occupy a small part in northern and north-western margin of the district. These are sandy to loamy sand, loose, structure less and well drained. Lithosol and regosols are found in hills and hill slopes of central and western part of the district. These are shallow, light textured, fairly drained, reddish brown to grayish brown in color. The project area consists mainly of Red desertic soil and desertic soil Pre FS Report (FR ) Page No. 60

68 TA 7750-IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study Hydrology. Ground water occurs under unconfined to semi-confined conditions in rocks of Delhi Super Group, Jodhpur sandstone, Bilara limestone, Nagaur sandstone, Lathi sandstone, and unconsolidated sediments (valley fills and alluvium). These form the chief source of ground water in the district Yield of existing open wells in areas where Delhi Super Group rocks exist generally varies from 30 to 90 cubic meter per day (m3/day). Yield of open wells in granite and rhyolite formations varies from 10 to 50 m3/day. Yield of wells tapping good weathered zone in granites is up to 80 m3/day. Dug-cum bore wells and bore wells in favorable selective locations can yield up to 120 m3/day. Open wells tapping sandstone generally yield low to moderate quantity of water with yield varying from m3/day. Bore wells tapping saturated zones down to depth of 200 m yield 7 to 55 m3/hr water with 5 to 8 m draw down. Thickness of limestone varies from a few meters to more than 100 m. The yield of wells in limestone areas varies largely because of considerable variation in limestone characters. Yield of wells in limestone areas generally lies between 10 and 40 m3/hr. Wells in Bap boulder bed formation yield meager quantity of water, which is saline. Yield of wells in Lathi sandstone formation varies largely but generally lies in range of 15 to 60 m3/hr. Yield of open wells in unconsolidated sediments varies from 20 to 100 m3/day in alluvium. Yield of exploratory tube wells constructed in alluvium ranges from 22 to 55 m3/hr Drainage. Jodhpur district falls in the Luni and Barmer river basins. Major river of the district is Luni, with total length of 125 km and flows in eastnortheast to west-southwest direction. It enters in Jodhpur district near village Jhak in Bilara tehsil and leaves the district near village Dhundhara. Channel pattern of Luni is dendritic to sub-parallel. However in major part of the district, the drainage is essentially ephemeral and internal. Important tributaries to the Luni river are Mithri and Bandi. Other streams in the district are Jojari, Golasmi, Guniamata and Bastua, which are all ephemeral. The project corridor is 7.5 km aerial distance from Jojari River (nearest body of water) Water Resources. Important lakes in Jodhpur City include (i) Balsammand Lake; (ii) Kaylana Lake; and (iii) Sardar Samand Lake. Balsammand Lake, an artificial lake built in 1159 AD, approximately 7 km from the main city, on the Jodhpur - Mandore road. This lake is approximately one kilometer long, fifty meters wide and fifteen meters deep. Kaylana Lake is located 8 km to the west of Jodhpur on the Jaiselmer road. It is constructed in 1872 and spreads over 84 square km. Sardar Samand Lake lays 60 km south-east of Jodhpur off the Jodhpur - Pali route. Sardar Samand Lake attracts countless varieties of migratory birds. Nearby Sardar Samand Lake is important point for spotting freely roaming wildlife of the region, especially the Black Buck, Neelgai and Chinkara. The nearest water body to the project corridor is Lalsagar lake with an aerial distance of 1.2 km Water Quality. As per groundwater scenario published by the Central Groundwater Board, there is a large variation in chemical quality of ground water in the district. The quality depends on the characteristics of water bearing formation, movement of groundwater, depth to water levels etc. It is seen that in shallow ground water zone, the electrical conductance varies generally from 510 to 9,460 ms/cm at 25 C. Highly mineralized ground water occurs in Rann area. The ground water in southern, south-eastern parts of the district, south and south west of district is saline. In northern part around Bap and extreme north, ground water quality is brackish to saline. Textile and Pre FS Report (FR ) Page No. 61

69 TA 7750-IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study steel rolling mills are most polluting industries in Jodhpur city. The effluent mainly contains alkalies residual dyes, starch and cellulose, soluble sodium salts, silicates, Sulphates and nitrate chemicals. In discharge area of effluents, the ground water quality is brackish to saline. Due to pollution, there is an increase in concentration of sodium, sulphate, chloride and nitrate in ground water which further deteriorates already existing poor quality of ground water and making it unfit even for cattle in the nearby areas of discharging point of wastewater. Higher concentration of nitrate more than 100 ppm is reported in northern, eastern and western part of the district. This includes the areas of Bap, Shergarh, Balesar, Mandore, Osian and Bhopalgarh blocks. Fluoride concentration in groundwater exceeding permissible limit (1.5 miiligram per liter [mg/l]) has been reported from all the blocks. Higher values i.e. more than 3 mg/l of fluoride are observed in Bap, Balesar, Shergarh, Mandore, Bilara and Luni blocks Air Quality and Metrology. Monitoring conducted by Rajasthan Pollution Control Board from 2005 to 2010 (Table 9-1) shows air quality in Jodhpur City is deteriorating in terms of respirable suspended particulate matter (RSPM), suspended particulate matter (SPM), sulfur dioxide (SO2), and nitrous oxides (NOx). Table 9.1 Yearly Variation in Air Pollutants in Jodhpur City Year SPM (ug/m3) RSPM (ug/m3) SO2 (ug/m3) NOx (ug/m3) Industrial Residential Industrial Residential Industrial Residential Industrial Residential National Standards Most recent available data for air quality along the project corridor were taken from the Annual Report of Rajasthan Pollution Control Board covering period 2009 to 2010 (Table 9-2). Data shows suspended particulate matter value is maximum in April 2009 at Sojati Gate and minimum in September 2009 at Chopasni Housing Board. Similarly the respirable suspended particulate matter value is maximum in March 2010 at Sojati Gate and minimum in September 2009 at Chopasni Housing Board. Sulfur dioxide (SO2) value is maximum in May 2009 at Sojati Gate and minimum in August 2009 at Chopasni Housing Board. Similarly nitrous oxides (NOx) value is maximum in January 2010 at Sojati Gate and minimum in August 2009 at Chopasni Housing Board. Table 9.2 Air Quality Monitoring Data along the Project Corridor Apr May Jun Jul Aug Sep Oct Nov Dec Jan Feb Mar Unit RSPM ug/m SPM ug/m Mahaman SO2 ug/m dir NOX ug/m RSPM ug/m Chopasni SPM ug/m Housing SO Board NOX Shastri RSPM ug/m Nagar SPM ug/m Pre FS Report (FR ) Page No. 62

70 TA 7750-IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study Police SO Station NOX RSPM ug/m SPM ug/m SO Sojati Gate NOX Source: Annual Report Rajasthan State Pollution Control Board (2009 to 2010) Noise Levels. Table 9-3 shows that the average noise level in the city, as monitored by Rajasthan Pollution Control Board, is already much above the standard prescribed value. Table 9.3 Average Yearly Noise Level at Different Areas in Jodhpur City Year Commercial Commercial Area Residential Residential Area Silent Area Area (Day Time) (Night Time) Area (Day (Night Time) (Day Silent Area (Night Time) Time) Time) Leq db (A) Leq db (A) Leq db (A) Leq db (A) Leq db (A) Leq db (A) Standard Climate. Jodhpur climate is of an extreme type, with the variations in temperature range being very high. Weather is dry and hot, a typical desert weather. Jodhpur is bright and sunny throughout the year. Atmosphere is generally dry except during the monsoon period. The average annual rainfall is approximately 32 cm. The rainy days are limited to maximum 15 in a year. Almost 80% of the total annual rainfall is received during the southwest monsoon, which enters the district in the first week of July and withdraws in the mid of September. In summer, the maximum temperature is around 42 deg C and the minimum temperature is around 37 deg C. In winters, the maximum temperature is around 27.5 deg C and the minimum temperature is around 1 deg C. The humidity is highest in August with mean daily relative humidity is 81%. The annual maximum potential evapo-transpiration in the district is quite high and it is highest (264.7 mm) in the month of May and lowest (76.5 mm) in the month of December Winds. Winds are generally light in the post-monsoon and winter months. For the rest of the year, winds are moderate getting slightly stronger in the southwest monsoon period. In the period May to September, winds are mainly from directions between south and south-west. In October, winds are light and variable in direction. During the rest or the year winds are from directions between south-west and north-west Special Weather Phenomena. A few depressions in July and August originate in the Bay of Bengal and move in a westerly direction, reach the district and its neighborhood during their last stages causing gusty winds and heavy rain. Dust storms and thunderstorms accompanied by squalls occur in the summer and even in the early monsoon period. In the cold season western disturbances affect the district causing cloudy sky. Figure 4 shows the climatic condition of Jodhpur district and table 6 provides rainfall data of the district 9.3 Biological Features Forests. Jodhpur District covers hectares of forest areas comprising of 4.68 hectares of reserved forests, hectares of protected forests, and hectares of unclassified forests. The project corridor is not located Pre FS Report (FR ) Page No. 63

71 TA 7750-IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study within or adjacent any reserved or protected forests. The nearest reserve forest is 3.2 km towards Tagat Sagar Lake Flora and Fauna. Due to sandy soil only scrub and thorny bushes of vegetation are found in the forest areas of the district. The main species of trees are kumat, kair, khejri, babul, bir, jal khara, pilu, etc. Fruit bearing trees are pomegranates and guavas. The fauna of the district include jackal, jungle cat, indian fox, black buck, chinkara, common hare, etc. the birds commonly found are baya, koyal, parrot, vulture, jungle crow, bulbul, house sparrow, kite, sand grouse, common quail, grey partridge, little egret, etc. 1. Lizards of the following families are found in the district: Gekko - Nidae, Agamidac, and Scincidae Lacertidae and Varanidae. Snakes are plentiful in the district and are found in the desert tracts and in the bushes. There are no endangered/protected species along the project corridor. All of the flora and fauna observed are common in urban and developed areas Other Environmentally Sensitive Areas. The project corridor is not located within or adjacent to any wetlands, mangroves, estuarines, buffer zone of protected area, or special area for protecting biodiversity Trees. All trees along the project corridor are avenue trees (Table 9-4). There are no forest trees along the project corridor. Table 9.4 ndicative List of Tree Species Along the Project Corridor Number of trees within 27 meters of Scientific Names Common name corridor 1. Bauhinia variegata Kachnaar Dalbergia sissoo Shisham Calotropis procera Aak (Shurb) Prosopis cineraria Khejri (State tree of Rajasthan) Capparis decidua Kair (Shrub) Zizyphus Ber Tamarindus indicus Imli 4 8. Salvadora oleiodes Pilu Tecomella undulata Rohida (State flower of Rajasthan) Cassia fistula Amaltash Acacia nilotica Subabul Pongamia glabra Karanj Azardirachta indica Neem 1, Alstonia Sapt patti Delonix regia Gulmohar Ficus religiosa Peepal Ficus bengalensis Bargad/Bad Ailanthus Ardu Robinia pseudoacacia Rubiniya Eukelyptus Safeda Bombax cebia Sem Moringa Semal 16 Total 2, Land Use Pattern The predominant land use along the project corridor is classified as commercial or residential areas. Mandoor Mandi to Chopasni Housing Board has the highest density of businesses establishments. Details are provided in Table 9-5. Pre FS Report (FR ) Page No. 64

72 TA 7750-IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study Table 9.5 Land Use Pattern Along the Project Corridor (Within 14 meters from the Centerline on Both Sides) Stretch Chainage Lengt h Right Hand Side From To From To km Pvt. Land, Culvert ONGC Mandore land, Pvt. land, junction 1st Bat RAC Police line, Left Hand Side Govt. school, culvert, Pvt. land, BSF Station 1 Station Balsamand Govt land (Defense) Nagori Bera bus stand, Central School, Govt. land (Defense) Balsamand 4 ways Lal Sagar St Govt. land (Police department), Govt. land (Defense), Pvt. land, Railway land Lal Sagar St. St Mandor mandi Housing colony Temple (Bhomiya Ji), Railway line with 4 ft wall, Ground level water storage tank (PHED), Mountain with old structure Mandor mandi Bhadwasia Mosque, Grave yard, Private land Railway line, license vendors, Bhadwasia Mahamandir Shops, Residential Shops, Residential Mahamandir Mahamandir Shops Residential Mahamandir -2 Paota C Road Residential, Income tax colony, Hospital, Shops, Railway land, Residential, Bhram Vidhya institute Paota C Road Paota Circle Houses and Shops Paota Circle High Court Govt. offices Hotel Ghomer, Handicraft Shop, Umed park, Town High Court Stadium Hall Petrol pump, Satyam Mall (Mc Donald) Stadium Nai Sadak Shops Station Nai Sadak Road Shops Shops (Chand Shah Takiya Market), Empty land of Vakf board, Station Ran Chod Das Road MG Hospital Ji temple MG Hospital Jalori Gate Shops Jalori Gate S Shops S-4 5th Road Shops Shops 5th Road Residency Shops Shops Sun City hospital, 33/11kV substation, Shops, Hotel Maple Abahy Paota bus stand, Rai ka bag Railway station Railway line, Old monument Railway lines, Police Commissionerate office, Petrol pump Shops (Haider building and Tez building) Shops Residential cum Commercial Havelies Shops, Sir Pratap School, MG Hospital, Sulab Complex(public toilet), Shops, Nasrani Cinema, Inder Inn Hotel Pre FS Report (FR ) Page No. 65

73 TA 7750-IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study Stretch Chainage Lengt h From To From To km Road Circle Residency Barkatulla Road Circle Stadium Barkatulla Stadium S Shastri S-3 Nagar Shastri Nagar S Subhash S-5 Nagar Chopasni Subhash Housing Nagar Board Chopasni Housing Board S Khema ka Kua S-4 Khema ka Kua S-3 (PHED) S-3 (PHED) S S- 4 S S-3 RR S-3 RR Right Hand Side Canal/ walk way Canal/ walk way Canal/ walk way Canal/ walk way/ Canal/ walk way/ Canal/ walk way Service Road/ walk way Service Road/ walk way Service Road/ walk way Service Road/ walk way Service Road/ walk way Service Road/ walk way Left Hand Side Service Road/ walk way Service Road/ walk way/ Barkatulla Stadium Service Road/ walk way Service Road/ walk way Service Road/ walk way Service Road/ walk way Service Road/ walk way Service Road/ walk way Service Road/ walk way Service Road /walk way Service Road/ walk way Service Road/ walk way 9.5 Heritage, Cultural, and Religious Sites In and Around Jodhpur City Mandore is the ancient capital of Marwar situated towards 8 km north of Jodhpur. Main attractions of the place are (i) Hall of Heroes where sixteen huge figures which have been carved out of a single rock depicting popular Hindu and folk deities; (ii) shrine of 330 million Gods and the royal cenotaphs. stand there in bright colours. Many of these monuments are protected by Department of Archaeology and Museums of Rajasthan, Government of Rajasthan Osian village is 65 km from Jodhpur; it has ruins of an ancient city famous for Brahmanical and Jain temples, which belong to 8th and 11th century. The largest of the 16 Jain and Brahmanical temples is dedicated to God Mahavira, the last of the Jain Tirthankars. In the same area, the Surya temple has fascinating images of Durga, Surya and Ganesh. Many of these temples are protected by Department of Archaeology and Museums of Rajasthan, Government of Rajasthan Balsamand Lake is an artificial lake built in 1159 situated 5 km from Jodhpur on Jodhpur-Mandore Road. The lake is a popular picnic spot. It was a water reservoir to provide water to Mandore. The lake is surrounded by lush green gardens that house groves of trees Table 9-6 provides the cultural and religious sites along the project corridor. The nearest distance (100 m) from the project corridor is Mandore Garden Pre FS Report (FR ) Page No. 66

74 TA 7750-IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study Table 9.6 Cultural and Religious Properties Along the Project Corridor Structure and Location Mandore to Stadium 1. Mosque (near 1 st RAC gate) 2. Bhomiya Ji Temple 3. Mosque (near Mandore Mandi) 4. Dargah (near Bhadwasiya ROB) 5. Huseni Mosque (near Bhadwasiya ROB) 6. Burial Ground (Muslim crematorium) 7. Small temple (Paota Circle) 8. Old Cenotaph of Gora Dhai (opposite the stadium gate) Between Jalori Gate to 5 th road Circle 9. Jai Ambe Mata Temple (Jalori Gate circle towards Pal Road) 10. Shani Temple/ Shani Ji ka Than 11. Mahadev Temple 5 th road Circle to Barkatullah Khan Stadium 12. Hanuman Ji Temple 13. Devi Maa temple 14. Baba Ramdeo temple Barkatullah Stadium to Dalle Khan ki Chakki (Private bus stand) 15. Baba Ram Deo temple 16. Veer Hanuman temple 17. Small temple with Peepal tree (opposite to stadium) 18. Small temple with Peepal tree (opposite to stadium) Dalle Khan ki Chakki (Private bus stand) to Kheme ka Kua 19. Someshwar Mahadev temple 20. Small temple 21. Shiv Parvati temple 22. Sankat Mochan Balaji Temple 23. Kheme ka Kua Khema ka Kua to Ring Road 24. Small temple near Ber (Zizyphus) Plant 25. Bhadu Market temple 9.6 Potential Impacts Table 9-7 provides potential environmental and social issues and concerns. The project's likely positive and negative direct and indirect impacts to physical, biological, socioeconomic (including occupational health and safety, community health and safety, vulnerable groups and gender issues, and impacts on livelihoods through environmental media, 5 and physical cultural resources in the project's area of influence needs to be assessed in details and in quantitative terms to the extent possible during feasibility study and detailed design stage. 5 Potential adverse economic, social, or environmental impacts from project activities other than land acquisition (including involuntary restrictions on land use, or on access to legally designated parks and protected areas), such as loss of access to assets or resources or restrictions on land use Pre FS Report (FR ) Page No. 67

75 TA 7750-IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study Table 9.7 Potential Environmental and Social Impacts Parameter Potential Impact Climatic Rainfall intensity and run off may have implications on road Conditions safety, affecting the visibility and the condition of the road. Furthermore, seasonal climatic conditions play an important role during dispersion of noise and air pollutants. Air Quality 6 The project corridor is located within urban/developed area and is characterized by high volumes of traffic that cut through the area. The project may exacerbate traffic conditions resulting to increased RSPM, SPM, SO2, and NOx. Fugitive dust can also impact roadside air quality during construction. Exhaust fumes from construction machinery, and potential smoke from cooking fires. Burning of waste and cleared vegetation. Odors from use of toilet facilities other than provided facilities for workers. Drainage and hydrology Ecological diversity Land use and livelihoods Traffic flow and access Infrastructure and services Noise and vibrations Aesthetics, landscape Standing water on the road carriageway. Pollutants settling on the road surface. Runoffs from the project during construction stage will produce a highly variable discharge in terms of volume and quality. Due to the nature and locality of the project it is unlikely to have any impacts on biodiversity. However, the project will affect existing roadside trees. There is risk of introduction of nonendemic species during replantation and landscaping/enhancement. Land acquisition, large scale physical displacement, involuntary resettlement, and economic displacement due to requirement of additional right of way. Due to the location and nature of the project, there will be interference with accesses and increased traffic in some areas in and around the project corridor. During construction: increased volume of construction vehicles on the roads may lead to increased wear and tear of roads in the vicinity of the project corridor, road safety concerns due to slow moving construction vehicles, temporary road closure may result in a decrease in overall network performance in terms of queuing delay, travel times/speeds, impact on a public transport operations and routing, on street parking, pedestrian movements, and loading bays may be affected by road closures. There are a number of existing infrastructure and services (roads,, telecommunication lines, power lines and various pipelines within the vicinity of the project corridor which will require relocation causing interruption of services. Increased noise levels and vibrations may affect sensitive receptors in proximity of the project corridor. The project may not be compatible with the surrounding landscape and may likely impact negatively the existing visual 6 Roadside pollution is often localized and generally only affects a narrow band of roads along the sides of the road. The major source of roadside pollutants is vehicle exhaust emissions. Other pollution sources emanate from combustion of hydrocarbon fuels in air producing carbon dioxide (CO 2 ) and secondary pollutants such as hydrocarbons (HC), nitrogen oxides (NOx), carbon monoxide (CO) and sulphur dioxide (SO 2 ). Emissions depend on the volume of traffic, the type of vehicle (including age, technology, and maintenance levels of the vehicle), fuel consumption and quality, engine temperature and road geometry. The highest emission rates are encountered in congested, slow moving traffic, and whenever vehicles shift gears, decelerate, accelerate or travel over steep gradients. There is also a tendency for emission rates to increase at high speeds. Pre FS Report (FR ) Page No. 68

76 TA 7750-IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study Parameter character, and sense of place 7 Resource Use Outputs/Wastes Health and Safety Workers Conduct Potential Impact quality or landscape character of the area. Visual lines into shops, residences, etc may deem to encroach on privacy. Increased demand for bitumen, cement, chemical additives used in concrete / asphalt (i.e. retarders), paving blocks/bricks, aggregate (sand and stone), gravel (fill material for embankments/selected material for sub-base and base layers), water (for drinking, cooking and sanitation at construction camps, for dust suppression, for application to base and sub-base layers prior and during compaction), petrochemicals, other chemicals/lubricants/paints, construction vehicles, machinery and equipment, energy supply to construction camps, topsoil for revegetation and rehabilitation, plant material for re-vegetation (seeds, sods, plant specimens), materials for slope stabilization, labour (recruitment of construction workforce, skills training, managers), public movement control (barriers, danger tapes, signs, etc). Generation of solid/liquid hazardous and non-hazardous wastes including old asphalt (removed from road carriageway during road upgrade), waste concrete and other construction rubble, waste bitumen, used fuels, lubricants, solvents and other hazardous waste, general waste, contaminated soil (soil contaminated with bitumen and/or soil contaminated with petrochemicals such as oils and lubricants and other chemicals), sewage and grey water (temporary construction camp sanitation), spoil material (excess soil removed during excavations), noise and vibrations (construction vehicles and machinery), lighting at construction camps, equipment yards and lay-down areas, plant material removed from servitude/right-ofway during vegetation clearance, smoke and fumes (burning of waste, burning of vegetation cover, fires used for cooking and space heating in construction camps, vehicle exhaust emissions Danger of construction related injuries. Open fires in construction camp may result in accidents. Poor waste management practices and unhygienic conditions at temporary ablution facilities may breed diseases. Standing water due to inadequate storm water drainage systems, inadequate waste management practices, may pose a health hazard by providing breeding grounds for disease vectors such as mosquitoes, flies and snails. The use of hazardous chemicals may pose potential environmental, health and safety risks. Construction workers on site disrupting adjacent land uses by 7 Aesthetics refer to the visual quality of an area as imparted by the physical properties of an area, such as scale, color, texture, landform, level of enclosure, and in particular, the land use occurring within an area. Landscape character refers to an area s intrinsic appeal and is not dependent on its visual quality but rather on its specific situation as determined by the following: its level of accessibility or remoteness, level of naturalness, lack of disturbance, current and potential use, rarity, cultural or historic importance, and potential value to people. The landscape character determines the extent of visual compatibility of the road development with its immediate surroundings. Impacts are not restricted to the road reserve but the entire viewshed (area from where the road development will be visible). The spirit, or sense of place (Genius Loci), can be defined as the extent to which a person can recognise or recall a place as being distinct from other places and as having a vivid, or unique, or at least a recognizable character. It is indicates the intrinsic value that a community places on the aesthetic, therapeutic or emotional qualities and character of an area. Aesthetics, landscape character and sense of place are all subjective concepts that are often influenced by individuals perceptions. Pre FS Report (FR ) Page No. 69

77 TA 7750-IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study Parameter Archaeological and Cultural Characteristics Potential Impact creating noise, generating litter, and possible loitering. The project may require demolition of important historical, cultural, and religious structures. 9.7 Applicable Laws, Regulations and Policies The implementation of the project shall be governed by Government of India (GoI) and State of Rajasthan environmental acts, rules, regulations, and standards. These regulations impose restrictions on the activities to minimize/mitigate likely impacts on the environment. It is the responsibility of the project executing and implementing agencies to ensure the project is consistent with the legal framework, whether national, state or municipal/local. Compliance shall be required in all stages of the project including design, construction, and operation and maintenance Environmental Impact Assessment (EIA) Notification. The GoI EIA Notification of 2006 and 2009 (replacing the EIA Notification of 1994), sets out the requirement for environmental assessment in India. This states that Environmental Clearance (EC) is required for specified activities/projects, and this must be obtained before any construction work or land preparation (except land acquisition) may commence. Projects are categorized as A or B depending on the scale of the project and the nature of its impacts. Category A projects require Environmental Clearance from the National Ministry of Environment and Forests (MoEF). Category B projects require environmental clearance from the State Environment Impact Assessment Authority Water (Prevention and Control of Pollution) Act of 1974, Rules of 1975, and amendments. Control of water pollution is achieved through administering conditions imposed in consent issued under provision of the Water (Prevention and Control of Pollution) Act, These conditions regulate the quality and quantity of effluent, the location of discharge and the frequency of monitoring of effluents. Any component of the Project having potential to generate sewage or trade effluent will come under the purview of this Act, its rules and amendments. Such projects have to obtain Consent to Establish (CTE) under Section 25/26 of the Act from Rajasthan State Pollution Control Board before starting implementation and Consent to Operate (CTO) before commissioning. The Water Act also requires the occupier of such project to take measures for abating the possible pollution of receiving water bodies. The project is not included in the lists of activities requiring CTE and CTO under the Water Act. However, the following construction plants shall require CTE and CTO from SPCB for hot mix plants, wet mix plants, stone crushers etc, if installed for construction. Emissions and discharges shall comply with standards notified by the Central Pollution Control Board Air (Prevention and Control of Pollution) Act of 1981, as amended. The project having potential to emit air pollutants into the atmosphere have to obtain CTE under Section 21 of the Air (Prevention and Control of Pollution) Act of 1981 from Rajasthan Pollution Control Board before starting implementation and CTO before commissioning the project. The occupier of the project/facility has the responsibility to adopt necessary air pollution control measures for abating air pollution. The following require CFE and CFO from SPCB: (i) diesel generators; and (ii) hot mix plants, wet mix Pre FS Report (FR ) Page No. 70

78 TA 7750-IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study plants, stone crushers etc, if installed for construction. Emissions and discharges shall comply with standards notified by the Central Pollution Control Board Central Pollution Control Board Standards. Emissions and discharges from the facilities to be created or refurbished or augmented shall comply with the notified standards Ancient Monuments and Archaeological Sites and Remains Rules of The Act and Rules designate areas within a radius of 100 meters (m) from the protected property as prohibited area and upto 200m from the boundary of protected area as regulated area. No development activity (including mining operations and construction) is permitted in the prohibited area and all development activities likely to damage the protected property are not permitted in the regulated area without prior permission of the Archaeological Survey of India (ASI). Protected property includes the site, remains, and monuments protected by ASI or the State Department of Archaeology Hazardous Wastes (Management, Handling and Trans-boundary Movement) Rules According to the Rules, hazardous wastes are wastes having constituents specified in Schedule II of the Rules if their concentration is equal to or more than the limit indicated in the said schedule Noise Pollution (Regulation and Control) Rules of 2000 as amended up to Rule 3 of the Act specifies ambient air quality standards in respect of noise for different areas/zones National Institute of Occupational Safety and Health (NIOSH) Criteria for a recommended standard: occupational noise exposure, NIOSH Publication No NIOSH has laid down criteria for a recommended standard: occupational noise exposure. The standard is a combination of noise exposure levels and duration that no worker exposure shall equal or exceed Forest (Conservation) Act, 1980 and Forest Conservation Rules, 2003 as amended. As per Rule 6, every user agency, who wants to use any forest land for non-forest purposes, shall seek approval of the Central Government The Public Liability Insurance Act of 1991, Rules of 1991 and amendments. The law provides for public liability- insurance for the purpose of providing immediate relief to the persons affected by accident occurring while handling any hazardous substance and for matters connected therewith or incidental thereto. "Accident" means an accident involving a fortuitous, sudden or unintentional occurrence while handling any hazardous substance resulting in continuous, intermittent or repeated exposure to death, of or injury to, any person or damage to any property. "Hazardous substance" means any substance or preparation which is defined as hazardous substance under the Environment (Protection) Act, 1986 (29 of 1986), and exceeding such quantity as may be specified, by notification, by the Central Government The Child Labour (Prohibition and Regulation) Act, No child below 14 years of age shall be employed or permitted to work in any of the occupations set forth in the Act s Part A of the Schedule or in any workshop wherein any of the processes set forth in Part B of the Schedule Building and Other Construction Workers (Regulation of Employment and Conditions of Service) Act of 1996 and Rules The Government of India has enacted this Act and is also applicable to the state of Rajasthan. This act applies to all the building and other construction activities to which the provisions of Factories Act, 1948 and Mines Act, 1952 do not apply. This Pre FS Report (FR ) Page No. 71

79 TA 7750-IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study law aims to provide for regulation of employment and conditions of service of the building and other construction workers as also their safety, health and welfare measures in every establishment which employs ten or more workers. This act provides for registration of each establishment within a period of sixty days from the commencement of work and registration of building workers as beneficiaries under this Act. Compliance to provisions of health and safety measures for the construction workers in conformity with International Labour Organization (ILO) Convention No.167 concerning safety and health in construction. The contractors engaged for execution of the project shall comply with the provisions of this Act. 9.8 International Environmental Agreements In addition to national and state rules and regulations, international conventions such as the International Union for Conservation of Nature and Natural Resources (IUCN), Convention on International Trade in Endangered Species of Wild Fauna and Flora (CITES), and Convention on Migratory Species of Wild Animals (CMS). India is a party to these conventions International Union for Conservation of Nature and Natural Resources (IUCN). The IUCN Red list of threatened species (also known as the IUCN red list or red data list), founded in 1963, is a comprehensive inventory of the global conservation status of plant and animal species. A series of regional red lists are produced by countries or organizations, which assess the risk of extinction to species within a political management unit. The IUCN red list is set upon precise criteria to evaluate the extinction risk of thousands of species and subspecies. These criteria are relevant to all species and all regions of the world. The aim is to convey the urgency of conservation issues to the public and policy makers, as well as help the international community to try to reduce species extinction Convention on Migratory Species of Wild Animals (CMS). CMS was adopted in 1979 and came into force in CMS, also known as the Bonn Convention, recognizes that states must be the protectors of migratory species that live within or pass through their national jurisdictions, and aims to conserve terrestrial, marine and avian migratory species throughout their ranges. Migratory species threatened with extinction are listed in Annex I of the Convention. CMS Parties strive towards strictly protecting these species, conserving or restoring the places where they live, mitigating obstacles to migration and controlling other factors that might endanger them. Migratory species that need or would significantly benefit from international cooperation are listed in Annex II, and CMS encourages the States to conclude global or regional agreements Convention on International Trade in Endangered Species of Wild Fauna and Flora (CITES). It is an international agreement between governments. Its aim is to ensure that international trade in specimens of wild animals and plants does not threaten their survival. CITES were first formed, in the 1960s. Annually, international wildlife trade is estimated to be worth billions of dollars and to include hundreds of millions of plant and animal specimens. The trade is diverse, ranging from live animals and plants to a vast array of wildlife products derived from them, including food products, exotic leather goods, wooden musical instruments, timber, tourist curios and medicines. Levels of exploitation of some animal and plant species are high and the trade in them, together with other factors, such as habitat loss, is capable of heavily depleting their populations and even bringing some species close to extinction. Pre FS Report (FR ) Page No. 72

80 TA 7750-IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study 9.9 Environmental Cost Costs requirement for ensuring environmental safeguards cover the following activities: (i) conducting environmental impact assessment (EIA) studies including field and laboratory monitoring, preparing and submitting reports and public consultation and disclosure; (ii) application for Consents to Establish and Operate where required; and (iii) implementation of environmental management plans (EMP) (including long-term surveys/ monitoring/data generation etc.) For planning purposes it is assumed that Option 1 which involve road widening will be required initial environmental assessment (IEE). Generally an IEE relies on the collection of existing data in order to describe environmental conditions in the project area, and it is not expected that new surveys would be conducted unless there are critical gap in data. The work thus involves the collection and analysis of data on the existing environment and the proposed project, assessment and mitigation of impacts, preparation of the Environmental Management Plan (EMP) and budget, public consultation, and preparation of the IEE report. An average IEE for this type of project requires one and half month of effort by one expert and one support staff (specialising in the natural environment and social issues). Other expenses are the cost of public consultation meetings and the cost of document disclosure For planning purposes Options 2 and 3 will be required full-blown EIA due to potentially significant adverse impacts that are diverse, irreversible, or unprecedented. ). Generally new surveys will be conducted thus may involve 3 rd party laboratories and experts, collection and analysis of data, assessment and mitigation of impacts, preparation of the EMP and budget, public consultation, and preparation of the EIA report. An average EIA for this type of project requires at least 3 months of effort by a team of experts and corresponding support staffs. Other expenses are the cost of public consultation meetings and the cost of document disclosure Other costs involved include administrative costs for consents and permits, internal monitoring costs during construction, engagement of specialized monitoring agencies for actual field-cum-laboratory sampling and analysis and implementation of all mitigation measures. Pre FS Report (FR ) Page No. 73

81 TA 7750-IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study 10 INSTITUTIONAL ASPECTS 10.1 Introduction This Chapter briefly examines the current institutional setup in Jodhpur and how transport matters in general and public transport matters in particular are handled. The second part of the Chapter discusses how best to arrange the institutional aspects of constructing and operating a BRT system Current Situation The State of Rajasthan is divided into seven Divisions, one of which is Jodhpur. Jodhpur Division in turn is divided into six Districts, the largest of which is Jodhpur District. Jodhpur District is sub-divided into a number of administrative areas one of which is Jodhpur city itself which is governed by the Jodhpur Municipal Corporation (JMC) JMC has a wide range of responsibilities including public health, public works, sanitation, security, transport, parks, etc. In terms of transport, JMC s responsibilities are stated to include the following: constructing, altering and maintaining public streets, culverts, municipal boundary marks, drains, sewers, drainage-works and the like; establishing communication systems including construction and maintenance of roads, footpaths, pedestrian pathways, transportation terminals, both for passengers and goods, bridges, over-bridges, subways, ferries, and inland water transport system; preparing transport system accessories including traffic engineering schemes, street furniture, parking areas, and bus stops; arranging for planned development of new areas for human settlement, Thus it would appear that the construction and operation of a BRT system in Jodhpur would fall under the responsibility of JMC There is however another agency with specific responsibilities for development of Jodhpur and the surrounding area which is the Jodhpur Development Authority (JDA). JDA was created in 2008 as the successor to the Urban Improvement Trust for the purposes of planning, co-ordinating and supervising the proper, orderly and rapid development of these areas and of executing plans, projects and schemes for such development and to provide for matters connected therewith. Thus JDA s responsibilities cover Jodhpur city itself as well as several hundred villages surrounding Jodhpur. In the legislation the term Jodhpur Region is used to describe this area and was defined to include Jodhpur City and certain contiguous areas Under the JDA there are a number of Functional Boards, one of which is the Jodhpur Traffic Control Board whose responsibilities are listed as follows: to prepare a Master Plan for traffic control in Jodhpur City and to take steps in a phased manner for its implementation ; to take steps to modernise the traffic control system ; to lay down the policy for issuing traffic licences of light and heavy vehicles ; to determine policy for one way traffic, to impose restrictions for certain hours on certain kind of traffic on certain roads, to bar certain Pre FS Report (FR ) Page No. 74

82 TA 7750-IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study vehicles on certain roads, to determine parking places, stands, stops and cycle ways and other matters connected therewith ; to lay down guidelines for raising sign-signals, barriers and speed breakers ; to grant permission to any person, Government Department (Central or State), any local authority or any other body to cut the roads for various purposes and to impose conditions thereof ; to demolish traffic hazards, obstacles and to determine compensation in such cases in accordance with regulations; to solicit help of the citizens and associations of repute to advise and raise funds for traffic control and traffic education in accordance with the rules; to organise traffic education; and to perform all other activities pertaining to the improvement and control of traffic and such other functions as may be directed by the Authority Thus at least on paper there would appear to be two possible agencies that could take responsibility for the construction and operation of the BRT in Jodhpur. An early resolution of this issue would appear to be essential with some working agreement between the two agencies being established There is in fact a third agency which also has a direct responsibility for transport issues in Jodhpur and that is the Regional Transport Officer (RTO). Currently the power to approve bus routes, license all public transport vehicles and determine where they can operate, determine how many buses can operate on any given route and also issue driving licences rests with the Regional Transport Officer. He is a member of the Traffic Control Board Currently the majority of fixed route public transport in Jodhpur is provided by privately owned minibuses which operate of a total of 10 routes at present. Each of these vehicles is licensed by the RTO to operate on a specific route at a fare also specified by the RTO. The licences issued by RTO give the holders the right to operate for a period of one year and licences must be renewed annually. Although it is understood that to date no minibus licences have ever been withdrawn or renewal withheld, in theory it is understood that the RTO could refuse to renew a licence for a specific route on traffic or other grounds. Jodhpur City Transport Services Ltd (JCTS) In 2007, prior to the creation of JDA, the Rajasthan State Government approved the setting up of city level transport companies in Udaipur, Kota and Jodhpur. The companies were set up with 50:50 participation of the local municipal authority and the concerned Urban Improvement Trust (UIT) for each city. The mayor of the municipal corporation was designated as Chairman, the district collector was designated as Executive Director and board members included the chairman of the UIT, Superintendent of Police and the RTO. [Note that all the responsibilities of the Jodhpur UIT have now been assumed by JDA] The company was authorized to hire full time CEO and other professionals in the fields of urban transport, road engineering, management, IT and other disciplines as required but these were not to be permanent positions but on short term two year non-extendable contracts. Pre FS Report (FR ) Page No. 75

83 TA 7750-IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study The objectives of the company were stated, inter alia, to establish, operate and monitor city bus system in Jodhpur as a regulatory body on public private partnership basis and it was made clear that the company could not purchase any buses nor operate services itself but only grant concessions for bus operations. The intention was to tender out routes to suitable bus operators with the selection being made on the highest monthly payment for operating rights It is understood that four routes were successfully tendered requiring 22 full size single deck buses but that two routes have since been withdrawn leaving only one operator with two routes. The reasons for the withdrawal were stated to be due to the loss making position of the routes. This is due in part to a reported High Court ruling that limits the number of buses permitted to ply along MG Hospital Road to 250 and that the minibuses already had used up this allowance. As a result the large buses could not serve the city centre. The extent to which this court ruling may affect the proposed BRT will have to be established Future Institutional Requirements the Transport Department It seems clear that JDA and JMC will require to work together to determine the relevant agency to take responsibility for the proposed BRT system. It also seems clear that there is a need to set up a Transport Department (TD) either within JDA or JMC with permanent full time professional staff to plan and oversee the development of a proper and efficient public transport system and to attend to all other transport related matters in Jodhpur such as strategic transport planning, local district transport planning, traffic management, parking controls, etc. It will not be possible for a city with over one million inhabitants to function properly without careful attention to transport matters. Public Transport Division of the TD Within the TD there would be a number of divisions, one of which would be responsible for public transport. This division of the TD would be expected to take over any public transport planning or policy issues currently being undertaken by the RTO with the RTO responsibilities being either reduced to issuing formal authorizations or assigning these responsibilities to the TD. While licensing of new vehicles, drivers, etc., can remain with RTO the decisions on bus routes, numbers and types of buses to be allocated to these routes and fares to be charged should no longer be the responsibility of RTO. In practice some working arrangement between the TD and the RTO will be necessary It is not known to what extent the Jodhpur City Transport Service Ltd. (JCTS) referred to above and which is already in existence is capable of acting as the nucleus of the new TD and its public transport division. Its terms of reference are very similar to those which the public transport division of TD would have and it would therefore seem logical that this agency should be upgraded to serve the purpose for which it was originally designed The TD would be responsible for setting standards for public transport provision in Jodhpur connectivity and coverage, service frequency, quality of vehicles, provision of termini and bus stops, fares policy and procurement of bus services The TD would be responsible for integrating services of BRT, minibuses, rickshaws etc and ensure that interchange facilities were provided at relevant BRT stations. Pre FS Report (FR ) Page No. 76

84 TA 7750-IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study 10.4 The BRT Owner / Operator The bringing into being of a BRT system is a complex task and requires a team of people who bring past BRT design experience, engineering skills, management skills and political local knowledge to the task. It would seem that the most successful approach to date in India has been to create a Special Purpose Vehicle (SPV) that would be fully responsible for the BRT. The SPV would have a Board of Directors which would include high level officials in Jodhpur and Rajasthan State, public representatives and transport advisors and they would be responsible for the appointment of the top management positions in the SPV. The SPV would be well financed and would be able to attract high quality and experienced staff, if necessary from overseas, to ensure that the BRT was designed to the best possible standards and fully met the expectations of the people of Jodhpur They would be responsible for contracting experts to prepare the detailed design of the system and to make modifications where necessary without delay and without reference to cumbersome bureaucracy. Their focus should be entirely on the creation of an excellent system which Jodhpur would be proud of. The Chairman of the SPV would require to be an individual totally committed to the BRT and with the necessary power and determination to deal with the difficulties which would be bound to arise in the course of the construction and initial operation of the BRT. The Board of the SPV would report to whichever agency was the ultimate owner of the system At the initial operational stage the SPV would be responsible for procuring operators to run the buses and they would have to decide to what extent they hired staff for various functions and to what extent they subcontracted duties to third parties. In other BRT systems, functions such as ticketing, station cleaning and light maintenance, busway cleaning and light maintenance, etc. are contracted out and this may be appropriate in Jodhpur also Provision of depot space and overnight parking for the buses will be needed this could be the responsibility of the bus operators or it may be more appropriate for the BRT system owner to procure land adjacent to one or other BRT terminal for maintenance and overnight parking of vehicles. This space could be rented out to the successful bidder for the right to operate the buses For the present purposes the ultimate division of responsibilities is not important since the economic assessment will look at the total capital and operating costs irrespective of the agency incurring these costs. However, as an indication of one possible division of responsibilities the following is suggested: Scheduling and dispatching of BRT vehicles SPV Provision of depot facilities and parking space SPV Station operations staffing, cleaning and daily maintenance SPV Monitoring and control of operations SPV Information, press and public relations - SPV Emergency operations and vehicle recovery SPV Enforcement of vehicle bans on busway - Police Bus operations contracted out on a gross cost basis to one or more operators Ticketing ownership, operation and maintenance contracted out Busway cleaning and minor maintenance contracted out Busway major maintenance contracted out Pre FS Report (FR ) Page No. 77

85 TA 7750-IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study The SPV should also try to work as closely as possible with the local minibus operators who up to now have been providing all the bus service in Jodhpur. The route selected will duplicate several routes to a very significant extent and it is hoped that the operators of these minibuses will agree to cancellation or modification of the affected routes. If so the SPV should do its utmost to find a role for these operators in future; this could be as operators of several of the BRT buses under a gross cost type contract with the SPV or it could be as the operators of major feeder routes to the BRT. At this stage the role for the minibus operators is not entirely clear but it is certain that the introduction of the BRT will be greatly facilitated if this group of people is generally supportive Summary The institutional structure at present in Jodhpur is not well suited to a major investment in public transport and action should be taken in the immediate future to create agencies to promote the use of public transport. If there is no comprehensive public transport system at a level of quality comparable to the future BRT the attractiveness of the BRT will be severely curtailed. Strong political backing for the BRT will be essential for successful implementation The creation of the SPV, the granting of adequate powers and the quality of its staff will all be critical for a successful BRT project. Pre FS Report (FR ) Page No. 78

86 TA 7750-IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study 11 CAPITAL AND OPERATING COSTS 11.1 Introduction The estimated capital and operating costs of the three options are given below Capital Costs The capital cost estimates for the three options are summarised in Table 11.1 with a more detailed breakdown given in Annex D-1, Table D-1. The major differences between the options were discussed in Chapter Option 1 has the lowest capital cost as it assumes the BRT system operates in mixed traffic with bus priority measures through the central section of the route from Jalori Gate to the Stadium on High Court Road. It assumes that apart from this section and the section between Lal Sagar and Mandore Gardens, the BRT would operate on its own protected/dedicated lane constructed of concrete. The costs also include the cost to resurface the section from Lal Sagar to Mandore Gardens and the section from Jalori Gate to the Stadium with flexible pavement. The two lanes per direction for general traffic from Paota Circle to Lal Sagar would also be resurfaced. The section of the corridor from Jalori Gate south has been assumed to be adequate for general traffic in its current condition Option 2 is the same as Option 1 except that it assumes the BRT would operate in tunnel between Jalori Gate and the Umaid Stadium and that the road would be widened from Lal Sagar to Mandore Gardens in order to accommodate the BRT lanes plus two lanes for general traffic in each direction and sidewalks Option 3 assumes a comprehensive urban redevelopment for Jodhpur with the widening of MG Hospital Road from Jalori Gate to the Stadium to accommodate two BRT lanes, two lanes per direction for general traffic, wide sidewalks and some space for planters. It is assumed the new road width would be at least 32m. The basis for the land costs were documented in Chapter 8. Table 11.1 Capital Costs (US $m) Item Option 1 Option 2 Option 3 US $m US $m US $m Road Pavement, etc ITS and ATC Stations Terminals Depots and Equipment Buses Ticketing Land Acquisition Total Operating Costs It has been assumed that either JDA or JMC would be the owners of the BRT system and would be responsible for the upkeep, maintenance and operation of the system. They would almost certainly be required to set up a new Pre FS Report (FR ) Page No. 79

87 TA 7750-IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study subsidiary company / Special Purpose Vehicle (SPV) specifically for this purpose. It has been assumed however that this SPV would not necessarily undertake all the operational aspects of the system. The division of operations has been assumed as follows: Procuring and scheduling of the BRT services, monitoring adherence to schedule and ensuring the performance of the system would be the responsibility of the SPV. Where aspects of the work involved in operating the system is to be allocated to outside agencies, the SPV would be responsible for procuring these services and monitoring the quality of service provided; Bus operations would be contracted out to qualified operators who would bid on a gross cost basis for the right to operate services according to schedules specified by the SPV. A gross cost contract implies that the bus operator would be paid an agreed amount per km operated and this would be the basis for evaluation of the bids. Some performance-based bonuses and penalties could be included in the contract, too. All bidders would be required to operate buses which precisely conformed to the specifications developed by the SPV in terms of bus size, floor height, door location, performance and quality; Smart card ticketing would most likely be contracted out to a bank or other financial agency and it would be responsible for all cash handling, ticket sales, add value machines, ticket vending machines, etc. It could also be responsible for the purchase and maintenance of the on-board equipment under some lease-back agreement with the bus operators; BRT station control and maintenance could be a separate package or could be undertaken directly by staff of the SPV; The busway itself should be kept clear of rubbish and any obstructions on a day-by-day basis, which should be undertaken by staff of the SPV or contracted out; The responsibility for maintaining and undertaking major repairs on the busway should be the responsibility of the SPV who should be free to procure contractors as necessary for the upkeep of the system The operating costs for the BRT system can be divided broadly into three categories as follows: The costs of the SPV to manage the BRT system including the costs of daily upkeep and cleaning of the stations and the busway assumed to be undertaken by the SPV staff; The costs of the bus operators to provide the BRT services; The costs of the financial institution responsible for providing the ticketing Some estimates have been made for each of the above cost headings and these are provided in Tables These have been estimated on a daily basis and on a per-km-operated basis so as to be compatible with the ridership forecasting exercise. Pre FS Report (FR ) Page No. 80

88 TA 7750-IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study Table 11.2 BRT Management Costs SPV Department Numbers of Staff Professional Clerical Technical Workers Total General Management Legal 2 1 Accounting 3 5 Procurement Planning and Marketing 3 5 IT Division Scheduling 3 3 Field Inspectors 2 6 Station staff (passenger issues) Station and busway cleaning and maintenance Total Rate/day Cost/day Km per day Cost / km 9.70 Table 11.3 Ticketing Agency Costs Department Numbers of Staff Professional Clerical Technical Workers Total General Management 2 5 Legal 1 1 Accounting 3 5 IT Division Station staff (ticket sales) Total Rate/day Cost/day Km per day Cost / km For the above, i.e., the ticketing agency and the system owner s costs, a major portion of their costs is related to staffing levels at stations. If stations are to be manned by the SPV staff with at least one staff member available at all times and if tickets are to be sold manually with the ticketing agency also having one staff member at each station at all times, then the station staff costs are considerable. The alternative would be to have ticketing machines at all stations to sell tickets and have open rather than closed stations in which case it may not be essential to have operations staff at each station. There would however be an increased need for roving inspectors and legislation to enable immediate penalties to be imposed on any passengers travelling without tickets. Pre FS Report (FR ) Page No. 81

89 TA 7750-IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study Table 11.4 Bus Operating Costs Cost Heading Cost Basis Rate Rs/bus/day Bus depreciation Cost of bus = Rs year,90% availability 2283 Staff Staff per bus Ave. Daily Rate Drivers 2.3 Other traffic 0.2 Maintenance 0.5 Admin 0.5 Total 3.5 Rs Fuel Consumption Driving hours/bus/day 15 Speed kph 20 Fuel cons l/100km 35 Diesel fuel cost Rs/l Oil 231 Spares and of bus capital cost pa % availability 1142 Overhead costs 1500 Total per bus day Cost per km Based on the above cost estimates for all aspects of operations, the total operating cost per km would be Rs Pre FS Report (FR ) Page No. 82

90 TA 7750-IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study 12 ECONOMIC ASSESSMENT 12.1 Scope and Objectives The objective of this pre-feasibility study (PFS) is to evaluate the potential for BRT services in Jodhpur and to provide recommendations for project implementation. The key to success will hinge on the selection of the most viable route, the introduction of reliable systems, sufficient budget allocation and smooth land acquisition. The city anticipates sufficient demand for BRT based on their plans for regional development and for developing a better public transport system The objective of the economic analysis in the PFS is to identify and quantify the benefits and costs associated with the investment proposal in order to select the optimum solution along with the economic viability in terms of its likely investment return potential. This is carried out in order to assess the economic feasibility and prioritize the identified transport investment proposal and assist JDA, JMC and Rajasthan Government in making the right decision. This pre- feasibility analysis was carried out on the proposed 18km BRT route starting from Mandore Gardens to Bypass Circle. For the central portion of this route along MG Hospital Road three options have been proposed as follows: Option 1 Bus Priority Measures within Existing Roadwidths Option 2 Grade Separation from Jalori Gate to Umaid Stadium Option 3 Widen MG Hospital Road For this investment proposal, the feasibility analysis is structured as follows: Sector Analysis: discusses the sector level policy implications at macro level; present status; rationale for the proposed project; the need and justification for the government intervention. Project Analysis: discusses about the dentification and quantification of the implied project cost and benefit components; economic and feasibility analysis; and sensitivity analysis Rationale for Improved Service Delivery Economic Policy The 11th Five Year Plan emphasized the need for massive expansion in investment in infrastructure based on a combination of public and private investment, the latter through various forms of public-private-partnerships The 12th Five Year Plan ( ) must continue the thrust on accelerating the pace of investment in infrastructure, as this is critical for sustaining and accelerating growth. Public investment in infrastructure will have to bear a large part of the transport infrastructure needs in urban areas to improve connectivity and expand the much needed public transport services The rapid growth of Indian economy has bolstered the need for better connectivity both intercity and intra-city. BRTS is the preferred public transport system suggested by the National Urban Transport Policy in major cities where ridership on certain corridors is very high. Pre FS Report (FR ) Page No. 83

91 TA 7750-IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study Existing Inadequacies Despite its increasing importance in the economic growth of Jodhpur City, the urban transport infrastructure for intra-city traffic is not adequate. Existing transport systems in the city has been assessed with following deficiencies as identified from different studies including the recent CMP: Inadequate and poor condition of city roads Inadequate intra-city public transport. Mofussil Bus Stand with inadequate facilities Increasing intercity and intracity travel demand Increasing dependency of personal modes for city travel needs As a result, the inadequacy in provision of transport is likely to be the major constraint to the potential economic growth in Jodhpur City. A reduction of disparities through targeting less developed areas was a core element of the Government of India s 10th Five Year Plan ( ). The objective of the 11th Five Year Plan is faster and more inclusive growth, citing the issues on inequitable share of growth, which was seen as increasing disparities among states, and regions within states, between urban and rural areas, and between various sections of the community. In order to realize the objectives of Five Year Plans, investment into transport sector for intra urban travel is considered necessary. Only 10 minibus routes and two standard city bus routes provide the public transport system in the city which is grossly inadequate and so improvement of public transport with comfort, speed and economy through BRTS in Jodhpur is the need of the situation. Identification of project rationale The present transport system has inadequate and poor quality infrastructure for intra urban travel needs; time and energy consuming private and IPT vehicles based transport system; increasing dependency on costly private vehicles based transport; etc From a whole of sector basis, this investment proposal would increase the supply of effective urban public transport facility with affordable price to support the increasing demand of Jodhpur City. Thus the main project rationale lies in the rehabilitation of the transport system for Jodhpur in filling the demand supply gap. Justification for Government Intervention Appropriate public transport service is a basic requirement for sustainable growth of any economy. As a heavy investment infrastructure, BRTS system requires government support and regulation with the support of appropriate private sector intervention. In addition to being a government obligation, provision of these services has economic rationales for government intervention for the following reasons: (i) many of the services are natural monopolies unsuited to unregulated private investment, and hence justify government intervention at least in regulation; (ii) environmental improvement (a) protects a public good such as a hygienic environment, and (b) prevents a negative situation arising from pollution; (iii) improve public transport system, as suggested by the National Urban Transport Policy; (iv) reduction of traffic by private vehicles in the urban traffic and (v) poverty alleviation programs Pre FS Report (FR ) Page No. 84

92 TA 7750-IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study minimize the inefficiency in economic growth in the urban areas. The economic rationale for government intervention is therefore sound. Assessment of Project Alternatives Alternative designs were assessed on three aspects, namely, costeffectiveness, operation and maintenance capacity of the implementing agencies, and safety to beneficiaries. The proposed design of the project incorporates that (i) service coverage to the appropriate designated area in Jodhpur City, (ii) selected optimum network with least cost options including equipments and material (iii) decision on rehabilitation of the existing system (iv) selected technologies meet geographical restrictions and can be operated and maintained by the asset owners with minor training, and (v) materials and equipments are locally available and incur least cost during construction and maintenance, but are internationally accepted as health hazard free Purpose of Economic Analysis Applying the above-described rationale, the purpose of this section and the one that follows is to help the project in terms of its justification, funding, implementation arrangements and sustainability Economic analysis is a critical program evaluation methodology that considers all key quantitative and qualitative impacts of transport infrastructure investments. It allows decision making agencies to identify, quantify, and value the economic benefits and costs of transport infrastructure projects and programs over a multiyear timeframe. With this information, agencies are better able to target scarce resources to their best uses in terms of maximizing benefits to the public and to account for their decisions. Economic analysis can inform many different phases of the transportation decision making process This work is done at the pre-feasibility stage, in which a project has been identified in concept and reviewed for technical feasibility but few, if any, designs are prepared. For this reason the cost and the economic benefits are subject to considerable uncertainty. Nevertheless, a best effort attempt has been made to identify the costs and benefits of the project as a guide to moving forward. Also the assumptions followed, data used with sources are indicated so as to improve the accuracy level in further stages of analysis Approach to the Analysis The economic analysis contained in this chapter has been undertaken in accordance with the available guidelines including Guidelines for the Economic Analysis of Projects, and Framework for the Economic and Financial Appraisal of Urban Development Sector Projects. Economic analysis involve comparing with project and without project alternatives. By comparing the above alternatives, the net agency costs and net user costs and finally net project benefits associated with the project during its analysis period were calculated for the proposed improvement options separately in order to arrive at their internal rate of return (IRR) and net present value (NPV) both for economic and financial analysis. Pre FS Report (FR ) Page No. 85

93 TA 7750-IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study Economic Analysis In accordance with feasibility analyses carried out for other similar studies as well the guidelines from Indian Roads Congress (IRC), an appropriate analysis period is considered for Life Cost Analysis (LCCA) and that will include: Base Year (2012) Construction period ( ) Project opening for traffic (2015) Project operating period ( ) End of the analysis period (2034) Consideration of Salvage Value (2034) Thus a period of 20 years of operation is considered for the evaluation. All the cost were at 2012 (Base Year) level and also in the analysis, the results including NPV, IRR were estimated for the base year level. Accordingly, all the costs and input variables for calculating the project benefits are updated to 2012 ( Base year) Considering the component wise opportunity cost (estimated for Rajasthan State conditions), the financial cost was converted into economic cost in accordance with the available guidelines from international funding agencies like Asian Development Bank (ADB) The conventional economic model like HDM (which is used for highway improvement project analysis) may not be relevant for most of the rapid transport projects etc. Hence appropriate excel based models are developed, to quantify the relevant project benefits; life cycle costing; project net benefits and finally economic feasibility criteria like EIRR and ENPV Updated inputs available from Updated Road User Cost Study, 2001 and the input data used for Comprehensive Traffic and Transportation Study for Chennai (2008) with suitable updates pertaining to the unit rates of VOC and travel time for different vehicle categories and wherever possible estimation of these input variables for Rajasthan State region specific from available secondary data as per the relevant guidelines were used for the excel based models developed for this study The cost benefit analysis was carried out by using the discounted cash flow (DCF) technique to obtain the economic internal rate of return (EIRR) and economic net present value (ENPV) for the proposed investments and the likely quantified project benefits linked with the project during the project analysis period Economic Opportunity Cost of Capital (EOCC): Given the complexity of estimating country-specific economic opportunity cost of capital (EOCC), a discount rate of 12% in constant economic prices is generally used as a proxy for EOCC in the economic analysis of ADB-financed projects. The EIRR must be compared with the economic opportunity cost of capital, for interpretation purpose of project feasibility Cost Estimates For economic analysis, only the cost estimates of the BRTS estimated in the cost section is adopted. Adding the preoperative expenses, physical contingency, applicable taxes, etc, the total financial cost for all the proposed three options are estimated for the base year (2012). Option wise Pre FS Report (FR ) Page No. 86

94 TA 7750-IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study construction cost estimated at 2012 price level used for the analysis is presented in Table The economic costs of capital works and annual operation and maintenance are calculated from the financial cost estimates and the details followed for the same are presented in Annex D Annual operating costs of this investment proposal at constant prices has been broken down into different items of this investment proposal and used for analysis purposes. Table 12.1 Details of Option wise Construction Cost (2012) Sl. No. Item Option 1 Option 2 Option 3 1 Base Cost USD Million Land +RR USD Million Total USD Million Total Rs Million 2, , , Source: TA Consultant Estimate 12.6 Project Benefits Proposed BRTS is expected to divert passengers from the existing modes like mini bus, auto and two wheelers due to its better comfort, better safety and improved speed and reliability. These improvements will benefit the users in terms of better speed with service quality and reduced travel time. Accordingly, the economic benefits considered in the present analysis include: i.) ii.) iii.) Value of Travel Time Savings a. For the diverted passengers by using the proposed BRTS system; Value of vehicle operating cost (VOC) savings a. For the diverted passengers by using the proposed BRTS system; Creation of additional employment during construction and maintenance Above project economic benefits are estimated on annual basis for all the three alignment options proposed in the technical section. Alignment option wise projected BRTS traffic upon which the benefits are estimated is presented below in Table Details of project benefit calculations are discussed in Annex D-3. Table 12.2 Projected BRTS Daily Traffic No. of Daily Passengers No. of Daily Passengers - Peak Hours No. of Daily Passengers - Non Peak hours Year Mini Bus Rickshaw TW Total Mini Bus Rickshaw TW Total Mini Bus Rickshaw TW Total ,675 4,774 11,022 48,470 11,763 1,719 3,968 17,449 20,912 3,055 7,054 31, ,982 4,965 11,462 50,409 12,233 1,787 4,126 18,147 21,748 3,178 7,336 32, ,341 5,163 11,921 52,425 12,723 1,859 4,292 18,873 22,618 3,305 7,629 33, ,755 5,370 12,398 54,522 13,232 1,933 4,463 19,628 23,523 3,437 7,935 34, ,225 5,585 12,894 56,703 13,761 2,011 4,642 20,413 24,464 3,574 8,252 36, ,754 5,808 13,409 58,971 14,311 2,091 4,827 21,230 25,442 3,717 8,582 37,742 Pre FS Report (FR ) Page No. 87

95 TA 7750-IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study ,344 6,041 13,946 61,330 14,884 2,175 5,020 22,079 26,460 3,866 8,925 39, ,998 6,282 14,504 63,784 15,479 2,262 5,221 22,962 27,519 4,021 9,282 40, ,718 6,533 15,084 66,335 16,098 2,352 5,430 23,881 28,619 4,181 9,654 42, ,506 6,795 15,687 68,988 16,742 2,446 5,647 24,836 29,764 4,349 10,040 44, ,367 7,067 16,315 71,748 17,412 2,544 5,873 25,829 30,955 4,523 10,441 45, ,301 7,349 16,967 74,618 18,108 2,646 6,108 26,862 32,193 4,704 10,859 47, ,313 7,643 17,646 77,602 18,833 2,752 6,353 27,937 33,481 4,892 11,293 49, ,406 7,949 18,352 80,707 19,586 2,862 6,607 29,054 34,820 5,087 11,745 51, ,582 8,267 19,086 83,935 20,370 2,976 6,871 30,217 36,213 5,291 12,215 53, ,845 8,598 19,849 87,292 21,184 3,095 7,146 31,425 37,661 5,502 12,704 55, ,199 8,942 20,643 90,784 22,032 3,219 7,432 32,682 39,167 5,723 13,212 58, ,647 9,299 21,469 94,415 22,913 3,348 7,729 33,989 40,734 5,951 13,740 60, ,193 9,671 22,328 98,192 23,829 3,482 8,038 35,349 42,364 6,190 14,290 62, ,841 10,058 23, ,119 24,783 3,621 8,359 36,763 44,058 6,437 14,861 65, ,594 10,460 24, ,204 25,774 3,766 8,694 38,234 45,820 6,695 15,456 67, ,458 10,879 25, ,452 26,805 3,916 9,042 39,763 47,653 6,962 16,074 70, ,436 11,314 26, ,871 27,877 4,073 9,403 41,353 49,559 7,241 16,717 73, ,534 11,766 27, ,465 28,992 4,236 9,779 43,008 51,542 7,531 17,386 76, ,755 12,237 28, ,244 30,152 4,405 10,171 44,728 53,603 7,832 18,081 79, ,105 12,727 29, ,214 31,358 4,582 10,577 46,517 55,747 8,145 18,804 82, ,590 13,236 30, ,382 32,612 4,765 11,001 48,378 57,977 8,471 19,556 86, ,213 13,765 31, ,758 33,917 4,955 11,441 50,313 60,296 8,810 20,339 89, ,982 14,316 33, ,348 35,273 5,154 11,898 52,325 62,708 9,162 21,152 93, ,901 14,888 34, ,162 36,684 5,360 12,374 54,418 65,217 9,528 21,998 96, ,977 15,484 35, ,208 38,152 5,574 12,869 56,595 67,825 9,910 22, , ,216 16,103 37, ,497 39,678 5,797 13,384 58,859 70,538 10,306 23, , ,625 16,747 38, ,036 41,265 6,029 13,919 61,213 73,360 10,718 24, , ,210 17,417 40, ,838 42,916 6,270 14,476 63,662 76,294 11,147 25, ,176 Source: TA Consultant Estimate 12.7 Economic Analysis As part of the economic feasibility analysis, the feasibility parameters developed are shown in Pre FS Report (FR ) Page No. 88

96 TA 7750-IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study Table A more detailed economic feasibility analysis is given in Appendix D-4 Economic Internal Rate of Return (EIRR) Economic Net Present Value (ENPV) Pre FS Report (FR ) Page No. 89

97 TA 7750-IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study Table 12.3 Economic Cost-Benefit Analysis Details OPTION 1 (Bus Priority Measures within Existing Road widths) Present Value (Rs. million) a/ OPTION 2 (Provide Grade Separation for the BRT through Narrow and Congested Sections) OPTION 3 (Widen MG Hospital Road) Costs: Capital costs O&M costs Total costs Benefits: Savings in Travel Time Cost Savings in VOC Additional Employment Total benefits Economic Return Measures: Net present value (Rs. Million) (-) 1676 EIRR (%) 15.09% 12.81% 7.18% a/ In 2012 prices. Discounted to 2012 at 12% real discount rate. Source: TA Consultant 12.8 Sensitivity Analysis A sensitivity analysis was carried out on the economic feasibility results for the following scenarios as presented in Table 12.4: Capital cost increase by 20% O&M costs increased by 20% Target beneficiaries reduced by 20% Delay in accrual of benefit by 1 year Combined adverse condition Pre FS Report (FR ) Page No. 90

98 TA 7750-IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study Table 12.4 Results of Sensitivity Analysis Details OPTION 1 (Bus Priority Measures within Existing Roadwidths) EIRR (%) OPTION 2 (Provide Grade Separation for the BRT through Narrow and Congested Sections) OPTION 3 (Widen MG Hospital Road) Main Evaluation (Base Case) a/ 15.09% 12.81% 7.18% Capital Cost Overrun b/ 11.79% 9.65% 2.95% Switching Value c/ 18.00% 2.00% % O&M Cost Overrun d/ 13.62% 11.42% 4.33% Switching Value c/ 49.00% 8.00% % Decrease in Project Benefits e/ 9.96% 8.08% 1.75% Switching Value c/ 12.00% 1.00% % One Year Delay in Implementation 14.44% 11.99% 4.46% All Four Tests Combined 5.83% 4.27% - a/ From Table b/ 20% increase in capital cost. c/ Calculated as the percentage change in a variable required for EIRR to reduce to 12%. d/ 20% increase in O&M cost. e/ Decrease in project benefits by 20% Conclusion The evaluation has indicated that only two of the three alignment options considered are economically viable, with the calculated EIRR values exceeding the economic opportunity cost of capital. Among the two feasible alignment options, Option 1 (Bus Priority Measures within Existing Roadwidths) is the more preferred option with higher EIRR. The sensitivity analysis has demonstrated the robustness of this result, along with the identification of risk areas which need to be focused during implementation. However, Option 3 is found not to be economically viable with calculated EIRR less than the economic opportunity cost of capital It should be noted that the calculated EIRR value is based on minimum estimates of economic return, as there are a number of economic benefits like increases in land values along the BRT corridor, travel comfort, tourism benefits and environment improvement that have not been quantified. Pre FS Report (FR ) Page No. 91

99 TA 7750-IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study 13 FINANCIAL ASSESSMENT 13.1 Present Financial Condition In the PFS stage it is not clear who will be the implementing agency (IE) for the proposed project. However, it is most likely to be JDA or JMC, either individually or jointly. Accordingly both JDA and JMC are considered for financial assessment. As envisaged, a security mechanism will be structured that either JDA or JMC (and jointly if required) as IE as well as escrowed for the proposed BRTS as debt service reserve fund Jodhpur Development Authority (JDA) The review of finances involves a timeseries analysis of the income and expenditure of JDA to ascertain the trends and the major sources and uses of funds. Annual revenue and expenditure summary during the period to indicates that the revenue and expenditures have increased steadily and more than doubled over the period. However, the annual surplus has remained constant around Rs 200 million. Table 13.1 JDA Revenue Expenditure Account (Rs M) Sl. No. Particulars A Receipts 1 Capital Receipts , , Revenue Receipts Other capital receipts Total A+B+C 1, , , , B Payments 1 General Administration Projects/Schemes , Others , Total (A+B+C) , , , C Surplus/Deficit Source: Jodhpur Development Authority Jodhpur Municipal Corporation (JMC) Financial sustainability addresses the required as well as appropriate taxation and tariff reforms. JMC Revenue Account and sub-project cash flows take cognizance of policy directives undertaken by JMC in addressing infrastructure investment and sustenance needs the focus is on property taxation, water, sewer/drainage and conservancy charges. While the JMC continues to draw a substantial proportion of its income from government grant, in lieu of Octroi, in the longterm, the strategy of JMC shall be to capitalize on the benefits accruing from property taxes. Urban infrastructure investments as part of the city development plan (CDP) should recognize the fact that property taxes pay for capital investments and user charges pay for system operation and maintenance given the aforesaid approach, the financial sustainability analysis focuses on reviewing net cash flows arising out of taxation and tariff reforms The review of finances involves a time-series analysis of the income and expenditure of the JMC to ascertain the trends and the major sources and uses of funds. The Municipal Accounts code of Government of Rajasthan Pre FS Report (FR ) Page No. 92

100 TA 7750-IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study State prescribes the organization of the municipal fund into three broad categories of General Account, Capital Account and Debt and Suspense (or Extraordinary) Account. Based on the availability, revenue account data collected from the annual accounts of JMC were compiled and analyzed. For the purpose of municipal fiscal assessment, financial data pertaining to the last seven years ( to ) were compiled in an abstract format as shown in Table Table 13.2: JMC Revenue Expenditure Account (Rs 000) Particulars Opening Balance 290, , , ,300 84,028 52,551 61,925 A. Income Total income from Taxes 425,267 2,785 9,400 9,400 7,864 6,846 5,211 Other Recurring Income 211, , , , , , ,691 Total - Non recurring Income 296, , , , ,405 94,630 61,927 Total income 932, , , , , , ,829 B. Expenditure Total Recurring Expenses 616, , , , , , ,556 Total Non - Recurring expenses 484, , , ,000 76,855 84,183 84,030 Total Expenditure 1,100, , , , , , ,586 Closing Balance 121, , , , ,867 84,028 57,168 Source: Jodhpur Municipal Corporation Income has increased at a compounded annual growth rate (CAGR) of 17% during the assessment period in which tax revenue is the major one. Revenue expenditure has been found to be with steady increase from FY during the analysis period. Of the total revenue expenditure, expenditure on operation and maintenance of municipal services constituted the major component. Annual expenditure had witnessed an increase at a CAGR of 20 percent. The annual closing balance has been found with steady increase from Rs57 million ( ) to Rs 122 million ( ) registering average annual growth rate of 13% which is a positive sign to accommodate possible future infrastructure investments Cost Recovery Analysis For the purpose of financial analysis, project have been categorized as Service, Cost Recovery and Remunerative. The present BRT project is a Cost Recovery one and accordingly feasibility analysis is carried out Weighted Average Cost of Capital The financial viability of the projects was assessed by comparing the project s financial internal rate of return (FIRR) with the financial opportunity cost of capital. As a proxy for the financial opportunity cost of capital, the weighted average cost of capital (WACC) of the project in real terms is used. The FIRR is the discount rate that equalizes the present values of costs and revenues over the project life, while the WACC represents the cost incurred by the JDA/JMC with the support of the Rajasthan State government in raising the capital necessary to implement the Pre FS Report (FR ) Page No. 93

101 TA 7750-IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study project. The WACC was estimated based on the central government s on-lending policy. Table 13.3 Weighted Average Cost of Capital (%) ADB Loan Financing Component Details ADB Loan GoR & ULB Weighting 60.00% 40.00% Nominal Cost a/ 3.11% 9.00% Tax Rate 0.00% 0.00% Tax-Adjusted Nominal Cost 3.11% 9.00% Inflation Rate b/ 0.80% 6.00% Real Cost 2.29% 2.83% Weighted Component of WACC 1.37% 1.13% Weighted Average Cost of Capital (Real) c/ 2.51% a - Nominal cost of Government of India grant is estimated at 9%, based on the Government s long-term bond rate. b - Global Price escalation is based on - INTERNATIONAL COST ESCALATION FACTORS , World Bank, Table 1.1 The global outlook in summary. c- Preparing and Appraising Investment Projects, Guidelines for the Financial Governance and Management of Investment Projects Financed by ADB (pp 26) 13.3 Financial Analysis of Project The revenue streams for the financial analysis of the BRTS project include fare collection and advertisement revenue starting from A decision on implementing the above discussed revenue stream is critical to project sustenance. Apart from a revision on completion of the capital works, it would be necessary to revise the fare periodically so as to compensate the increasing O&M cost For fare fixation for the proposed BRTS, fare structures followed by similar operating BRTS in the country like Ahmedabad BRTS were assessed. However, for the present analysis, existing fare structure followed by mini bus in Jodhpur City is adopted as the major diverted BRTS traffic is from minibus Initial project capital cost is estimated to be Rs million to be implemented during the three year construction period (Table 13.4) The PFR capital costs include an allowance for land acquisition and R&R varied from 1.3% (Option 1), 2.2% (Option 2) to 42.3% (Option 3). As discussed, it would appear that the actual land acquisition corresponding to the BRT designs as shown in the drawings for each corridor may be greater or less than the present estimates. Pre FS Report (FR ) Page No. 94

102 TA 7750-IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study Table 13.4 Project Capital Cost - Rs Million Cost Rs Million Details Option 1 Option 2 Option 3 Base Cost 4, , , Landed Cost Source: TA Consultant Note: 5, , , Option1: Bus Priority Measures within Existing Road widths Option 2: Provide Grade Separation for the BRT through Narrow and Congested Sections Option 3: Widen MG Hospital Road BRT management cost, cost for ticket collection and account maintenance fleet maintenance and road way maintenance are the main components considered in O&M and their cost estimated in cost section are adopted for the present analysis The key assumptions used for analysis include: Fare structure based on the present minibus fare rates Revenue from advertisements (both at bus stations and on buses) Revision to the user charge periodically - 15% increase every third year; No concession to BRT fares is considered; For initial viability analysis, 100% project capital cost is assumed from government source and government can access fund from ADB. Accordingly only project feasibility is attempted in which servicing the capital cost is not considered Financial sustainability and viability analysis results for the proposed cost out flow (capital and O&M) and the user charge based revenue inflow indicate that there is no cost recovery in terms positive FIRR; however, the revenue stream can sustain the full O&M cost during the analysis period To achieve the full cost recovery that equates the FIRR level to WACC of 2.5%, the present fare charge (Rs 1.4 / Passenger km) need to be increased during the operation start year as shown below and this is outside the affordable level of the system users which may affect the diversion potential from other existing modes. 5% for Option 1 55% for Option 2 90% for Option Risk Analysis Of the four sensitivity scenarios (cost overrun, O&M cost increase, reduced beneficiaries, revenue delay by one year) Project Revenue delay by one year is the most vulnerable to project cash flow, followed by reduced beneficiaries and cost overrun (Table 13.5). Pre FS Report (FR ) Page No. 95

103 TA 7750-IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study Table 13.5 Financial Internal Rates of Return (%) Capital O&M cost Base cost Component increase Case increase by 10% by 10% Project Revenue decrease by 10% Project Revenue delay by one year BRTS Option 1 2.1% 1.4% 1.7% 0.9% 4.2% BRTS Option 2-0.9% #NUM! #NUM! #NUM! -1.1% BRTS Option 3 #NUM! #NUM! #NUM! #NUM! #DIV/0! Note: #NUM! & #DIV/0! Indicate no result or negligible Considering the sensitiveness of these variables, the following implementation arrangements are needed so as to minimize the project risk: Timely implementation of the project user charges through appropriate method; Timely implementation of the project through appropriate procurement method in which incentive for early completion may be included; Ensuring adequate project coverage of beneficiaries through appropriate communication measures; Adequate focus for LA related project components Present PFS provides a financial analysis which suggests the project is financially viable if the Government funds the capital cost of the system. After opening, it is concluded that the SPV as the owner of the system would generate sufficient revenue to meet all bus operating costs and all operations and maintenance costs associated with the upkeep of the BRT infrastructure Conclusion The main evaluation has indicated that the proposed BRT project for Jodhpur is not found to be financially viable, with the calculated FIRR values lower than the WACC (2.51%), for the recommended user charges of BRTS fare and advertisement rates. This underlines that the project cannot support cost recovery. However, in line with the present state policy, the project can recover 100% O&M through user charges. By demonstration of the increase to the quality and quantity of the BRT service to the consumers and the prospect of increased land values along the BRT corridor, Rajasthan State can pursue the cost recovery policy in stages, i.e., partial capital recovery in the first stage and full cost recovery in the long run. Pre FS Report (FR ) Page No. 96

104 TA 7750-IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study 14 CONCLUSIONS AND RECOMMENDATIONS 14.1 Conclusions The following conclusions have been reached: i) If Jodhpur continues to neglect the development of a public transport network and takes no steps to control private vehicle use and parking, traffic conditions will deteriorate rapidly. This will be especially so in the central area and will result in future high value development preferring to locate outside the city centre. This will exacerbate the difficulties of providing comprehensive, high quality public transport in future. ii) iii) iv) A city with over 1m inhabitants and with high rates of growth in car and motorcycle ownership cannot continue to thrive without a professionally staffed governmental agency with all necessary powers to take responsibility for urban transport issues. Given the important relationship between land use and transport and the potential for increased land values as a result of the BRT, a professional lands department is also needed in Jodhpur to ensure these values are captured. A BRT route between Mandore Gardens and the Ring Road at Pal Road is feasible with minor modifications to the road system for Pal Road and for Mandore Road north of Paota Circle. The options proposed to provide the BRT with priority through the city centre range from traffic signal control to construction of underpasses or major road widening. The southern terminal should if possible be located in one of the new JDA housing developments near the Ring Road. v) It was estimated that the daily BRT ridership along the corridor would be about 54,000 passengers per day in 2016 if the duplicating minibus routes could be restructured to support rather than compete with the BRT. If this route restructuring were not possible initially, ridership would take longer to build up to this level. A fleet of 60 12m buses would be required to provide 2-minute headways along the route. vi) vii) viii) It will be important to ensure that a role is found for the minibus operators. Options would include using the minibus operators as BRT bus operators if outside contractors are to be used for the BRT services or they could continue to operate minibuses either as feeder services or as trunk routes on non-brt corridors. The proposed BRT route is found to be economically viable for two of the three options based solely on the transport related benefits which would result. It is believed that the third option, the comprehensive redevelopment of the city centre, may also be viable if a full assessment were to be made of the benefits to the city as a whole of comprehensive redevelopment including increases in land values along the BRT corridor, which could be financially captured. The proposed BRT was not found to be financially viable based on the target FIRR and WACC values. Based on the current minibus fare levels, the daily fare revenue in 2016 was estimated to be Rs 406,250. Using the operating cost assumptions for bus operations, ticketing, management etc. as provided in Chapter 11, a total cost of Rs Pre FS Report (FR ) Page No. 97

105 TA 7750-IND Strengthening Urban Transport Subsector under ADB-supported Urban Development Projects Jodhpur BRT Pre-Feasibility Study 55.22/bus km was estimated which would equate to a cost of almost Rs 900,000 per day including bus depreciation and about Rs 770,000 excluding depreciation. Initially therefore it may be appropriate to operate with an open ticketing system with travelling inspectors and full time staff only at the busiest stations to reduce costs. Operating costs could be reduced further by tailoring the service more precisely to the demand and possibly not having all buses operating the full distance if ridership levels initially did not warrant such a high frequency in the outer areas. It may also be possible to charge fares at levels higher than the existing minibus fares. These options need to be considered further in the full Feasibility Study which should have more detailed ridership information Recommendations The following recommendations are made: i) A full Feasibility Study of the BRT options proposed herein should be undertaken as soon as possible. The potential for developing a network of BRT routes along all or most of the major roads in Jodhpur to create a high quality backbone to the public transport system should be investigated at the same time. ii) iii) iv) The Feasibility Study should include surveys designed to test the market acceptance of fares higher than the present minibus fares for the improved level of service which the BRT would offer. An agency should be created, or the Jodhpur City Transport Services Ltd. should be revived and expanded, to take control of overall public transport provision in Jodhpur and to be tasked to greatly improve both coverage and quality of service. It must liaise closely with the relevant agency for land development to ensure capture of increased land value along the corridor somehow benefits the BRT operator. The location of the southern BRT terminal should be decided as soon as possible and the necessary roadwidths and other allowances for infrastructure should be incorporated into the layout of the selected housing development. v) Similarly, areas for parking, refueling, washing and other nightly servicing and for major maintenance should also be identified as soon as possible to enable the Feasibility Study to be in a position to conduct the environmental and social safeguards in a realistic manner. Pre FS Report (FR ) Page No. 98

106 ANNEX A SURVEY RESULTS

107 Appendix A Table A 1 Detailed hourly variation of ridership on Mini buses at various locations Mandor Garden Lalsagar Paota Circle Jalori gate 5th 12th Road Circle Ashok Udyan Ring Road Mandor to Paota Paota to Mandor Mandor to Paota Paota to Mandor Mandor to High Court High Court to Mandor High Court to Chopasni Chopasni to High Court Jalori gate to Ring Road Ring Road to Jalori gate Jalori Gate to Ring Road Ring Road to Jalori Gate Jalori Gate to Ring Road Ring Road to Jalori Gate Time No. of No. of No. of No. of No. of No. of No. of No. of No. of No. of No. of No. of No. of No. of pass No. of pass No. of pass No. of pass No. of pass No. of pass No. of pass No. of pass No. of vehicle No. of pass No. of pass No. of pass No. of pass No. of pass vehicle vehicle vehicle vehicle vehicle vehicle vehicle vehicle vehicle vehicle vehicle vehicle vehicle No. of pass

108 Appendix A Table A 2 Detailed hourly variation of ridership on Trekker at various locations Time Ring Road Ashok Udyan 5th 12th Road Circle Jalori gate Paota Circle Lalsagar Mandor Garden Mandor to Paota Paota to Mandor Mandor to Paota Paota to Mandor Mandor to High Court High Court to Mandor High Court to Chopasni Chopasni to High Court Jalori gate to Ring Road Ring Road to Jalori gate Jalori Gate to Ring Road Ring Road to Jalori Gate Jalori Gate to Ring Road Ring Road to Jalori Gate No. of vehicle No. of pass No. of vehicle No. of pass No. of vehicle No. of pass No. of vehicle No. of pass No. of vehicle No. of pass No. of vehicle No. of pass No. of vehicle No. of pass No. of vehicle No. of pass No. of vehicle No. of pass No. of vehicle No. of pass No. of vehicle No. of pass No. of vehicle No. of pass No. of vehicle No. of pass No. of vehicle No. of pass

109 Appendix A Table A 3 Detailed hourly variation of traffic at M.G.Hospital road near Station Rd. TIME Motorised Traffic Non Motorised Traffic Cars Three Wheeler Two wheeler Mini Bus Govt. Bus Pvt. Bus Tempo LCV Truck Tractor Hand Drawn Rikshaw Animal Drawn

110 Appendix A Table A 4 Detailed hourly variation of traffic on Pal Rd. at 12 th rd Circle TIME Motorised Traffic Non Motorised Traffic Cars Three Wheeler Two wheeler Mini Bus Govt. Bus Pvt. Bus Tempo LCV Truck Tractor Hand Drawn Rikshaw Animal Drawn

111 LOCATION DIRECTION Pawta Circle Mandor To Uday Mandir Motorised Traffic Non-Motorised Traffic TIME Cars Three Wheeler Two wheeler Mini Bus Govt. Bus Pvt. Bus Tempo LCV Truck Tractor Hand Drawn Rikshaw Animal Drawn Total Note: Three wheeler is auto rickshaw Two wheeler is regular motorcycle Tempo is 3 wheel vehicle for carriage of goods only LCV is light commercial vehicle defined as <7.5 tonnes Gross Vehicle Weight. Tractor is agricultural tractor

112 LOCATION DIRECTION Pawta Circle Mandor To Banad Motorised Traffic Non-Motorised Traffic TIME Cars Three Wheeler Two wheeler Mini Bus Govt. Bus Pvt. Bus Tempo LCV Truck Tractor Hand Drawn Rikshaw Animal Drawn Total

113 LOCATION DIRECTION Pawta Circle Mandor To Fly Over & RL Station Motorised Traffic Non-Motorised Traffic TIME Cars Three Wheeler Two wheeler Mini Bus Govt. Bus Pvt. Bus Tempo LCV Truck Tractor Hand Drawn Rikshaw Animal Drawn Total

114 LOCATION Pawta Circle Date : 20/1/2012 DIRECTION Banad Road To Fly Over & RL Station Motorised Traffic Non-Motorised Traffic TIME Cars Three Wheeler Two wheeler Mini Bus Govt. Bus Pvt. Bus Tempo LCV Truck Tractor Hand Drawn Rikshaw Animal Drawn Total

115 LOCATION DIRECTION Pawta Circle Banad Road To Uday Mandir Motorised Traffic Non-Motorised Traffic TIME Cars Three Wheeler Two wheeler Mini Bus Govt. Bus Pvt. Bus Tempo LCV Truck Tractor Hand Drawn Rikshaw Animal Drawn Total

116 LOCATION DIRECTION Pawta Circle Banad Road To Mandor Motorised Traffic Non-Motorised Traffic TIME Cars Three Wheeler Two wheeler Mini Bus Govt. Bus Pvt. Bus Tempo LCV Truck Tractor Hand Drawn Rikshaw Animal Drawn Total

117 LOCATION Pawta Circle DIRECTION Fly over To Mandor Motorised Traffic Non-Motorised Traffic TIME Cars Three Wheeler Two wheeler Mini Bus Govt. Bus Pvt. Bus Hand Tempo LCV Truck Tractor Drawn Rikshaw Animal Drawn Total

118 LOCATION DIRECTION Pawta Circle Fly over To Banad Road Motorised Traffic Non-Motorised Traffic TIME Cars Three Wheeler Two wheeler Mini Bus Govt. Bus Pvt. Bus Tempo LCV Truck Tractor Hand Drawn Rikshaw Animal Drawn Total

119 LOCATION DIRECTION Pawta Circle Fly over To Uday mandir Motorised Traffic Non-Motorised Traffic TIME Cars Three Wheeler Two wheeler Mini Bus Govt. Bus Pvt. Bus Tempo LCV Truck Tractor Hand Drawn Rikshaw Animal Drawn Total

120 LOCATION DIRECTION Pawta Circle Nai Sarak To Banad Motorised Traffic Non-Motorised Traffic TIME Cars Three Wheeler Two wheeler Mini Bus Govt. Bus Pvt. Bus Tempo LCV Truck Tractor Hand Drawn Rikshaw Animal Drawn Total

121 LOCATION DIRECTION Pawta Circle Nai Sarak To Mandor Motorised Traffic Non-Motorised Traffic TIME Cars Three Wheeler Two wheeler Mini Bus Govt. Bus Pvt. Bus Tempo LCV Truck Tractor Hand Drawn Rikshaw Animal Drawn Total

122 LOCATION DIRECTION Pawta Circle Nai Sarak To Uday Mandir Motorised Traffic Non-Motorised Traffic TIME Cars Three Wheeler Two wheeler Mini Bus Govt. Bus Pvt. Bus Tempo LCV Truck Tractor Hand Drawn Rikshaw Animal Drawn Total

123 LOCATION DIRECTION Pawta Circle Uday Mandir To Mandor Motorised Traffic Non-Motorised Traffic TIME Cars Three Wheeler Two wheeler Mini Bus Govt. Bus Pvt. Bus Tempo LCV Truck Tractor Hand Drawn Rikshaw Animal Drawn Total

124 LOCATION DIRECTION Pawta Circle Uday Mandir To Banad Road Motorised Traffic Non-Motorised Traffic TIME Cars Three Wheeler Two wheeler Mini Bus Govt. Bus Pvt. Bus Tempo LCV Truck Tractor Hand Drawn Rikshaw Animal Drawn Total

125 LOCATION DIRECTION Pawta Circle Uday Mandir To Fly Over & RL Station Motorised Traffic Non-Motorised Traffic TIME Cars Three Wheeler Two wheeler Mini Bus Govt. Bus Pvt. Bus Tempo LCV Truck Tractor Hand Drawn Rikshaw Animal Drawn Total

126 LOCATION Nai Sadak DIRECTION High Court To MG Hospital Motorised Traffic Non-Motorised Traffic TIME Cars Three Wheeler Two wheeler Mini Bus Govt. Bus Pvt. Bus Tempo LCV Truck Tractor Hand Drawn Rikshaw Animal Drawn Total

127 LOCATION Nai Sadak DIRECTION High Court To Ratanada Police Line Motorised Traffic Non-Motorised Traffic TIME Cars Three Wheeler Two wheeler Mini Bus Govt. Bus Pvt. Bus Tempo LCV Truck Tractor Hand Drawn Rikshaw Animal Drawn Total

128 LOCATION Nai Sadak DIRECTION High Court To Ghantaghar Motorised Traffic Non-Motorised Traffic TIME Cars Three Wheeler Two wheeler Mini Bus Govt. Bus Pvt. Bus Tempo LCV Truck Tractor Hand Drawn Rikshaw Animal Drawn Total

129 LOCATION Nai Sadak DIRECTION Ratanada Police Line To MG Hospital Motorised Traffic Non-Motorised Traffic TIME Cars Three Wheeler Two wheeler Mini Bus Govt. Bus Pvt. Bus Tempo LCV Truck Tractor Hand Drawn Rikshaw Animal Drawn Total

130 LOCATION Nai Sadak DIRECTION Ratanada Police Line To Ghantaghar Motorised Traffic Non-Motorised Traffic TIME Cars Three Wheeler Two wheeler Mini Bus Govt. Bus Pvt. Bus Tempo LCV Truck Tractor Hand Drawn Rikshaw Animal Drawn Total

131 LOCATION Nai Sadak DIRECTION Ratanada Police Line To High Court Motorised Traffic Non-Motorised Traffic TIME Cars Three Wheeler Two wheeler Mini Bus Govt. Bus Pvt. Bus Tempo LCV Truck Tractor Hand Drawn Rikshaw Animal Drawn Total

132 LOCATION Nai Sadak DIRECTION MG Hospital To Ratanada Police Line Motorised Traffic Non-Motorised Traffic TIME Cars Three Wheeler Two wheeler Mini Bus Govt. Bus Pvt. Bus Tempo LCV Truck Tractor Hand Drawn Rikshaw Animal Drawn Total

133 LOCATION Nai Sadak DIRECTION MG Hospital To High Court Motorised Traffic Non-Motorised Traffic TIME Cars Three Wheeler Two wheeler Mini Bus Govt. Bus Pvt. Bus Tempo LCV Truck Tractor Hand Drawn Rikshaw Animal Drawn Total

134 LOCATION Nai Sadak DIRECTION MG Hospital To Ghantaghar Motorised Traffic Non-Motorised Traffic TIME Cars Three Wheeler Two wheeler Mini Bus Govt. Bus Pvt. Bus Tempo LCV Truck Tractor Hand Drawn Rikshaw Animal Drawn Total

135 LOCATION Nai Sadak Date : 17/1/2012 DIRECTION Ghantaghar To Ratanada Police Line Motorised Traffic Non-Motorised Traffic TIME Cars Three Wheeler Two wheeler Mini Bus Govt. Bus Pvt. Bus Tempo LCV Truck Tractor Hand Drawn Rikshaw Animal Drawn Total

136 LOCATION Nai Sadak Date : 17/1/2012 DIRECTION Ghantaghar To High Court Motorised Traffic Non-Motorised Traffic TIME Cars Three Wheeler Two wheeler Mini Bus Govt. Bus Pvt. Bus Tempo LCV Truck Tractor Hand Drawn Rikshaw Animal Drawn Total

137 LOCATION Nai Sadak Date : 17/1/2012 DIRECTION Ghantaghar To MG Hospital Motorised Traffic Non-Motorised Traffic TIME Cars Three Wheeler Two wheeler Mini Bus Govt. Bus Pvt. Bus Tempo LCV Truck Tractor Hand Drawn Rikshaw Animal Drawn Total

138 LOCATION DIRECTION Swastikgate High Court To MG Hospital Motorised Traffic Non-Motorised Traffic TIME Cars Three Wheeler Two wheeler Mini Bus Govt. Bus Pvt. Bus Tempo LCV Truck Tractor Hand Drawn Rikshaw Animal Drawn ` Total

139 LOCATION DIRECTION Swastikgate High Court To Swastik Gate Motorised Traffic Non-Motorised Traffic TIME Cars Three Wheeler Two wheeler Mini Bus Govt. Bus Pvt. Bus Tempo LCV Truck Tractor Hand Drawn Rikshaw Animal Drawn Total

140 LOCATION DIRECTION Swastigate MG Hospital To High Court Motorised Traffic Non-Motorised Traffic TIME Cars Three Wheeler Two wheeler Mini Bus Govt. Bus Pvt. Bus Tempo LCV Truck Tractor Hand Drawn Rikshaw Animal Drawn Total

141 LOCATION DIRECTION Swastigate MG Hospital To Swastik Gate Motorised Traffic Non-Motorised Traffic TIME Cars Three Wheeler Two wheeler Mini Bus Govt. Bus Pvt. Bus Tempo LCV Truck Tractor Hand Drawn Rikshaw Animal Drawn Total

142 LOCATION Swastik Gate Date : 16/1/2012 DIRECTION Swastik Gate To M.G Hospital Motorised Traffic Non-Motorised Traffic TIME Cars Three Wheeler Two wheeler Mini Bus Govt. Bus Pvt. Bus Tempo LCV Truck Tractor Hand Drawn Rikshaw Animal Drawn Total

143 LOCATION DIRECTION Swastigate Swastik Gate To High Court Motorised Traffic Non-Motorised Traffic TIME Cars Three Wheeler Two wheeler Mini Bus Govt. Bus Pvt. Bus Tempo LCV Truck Tractor Hand Drawn Rikshaw Animal Drawn Total

144 LOCATION DIRECTION M.G.Hospital Station Road High Court To M.G.Hospital Motorised Traffic Non-Motorised Traffic TIME Cars Three Wheeler Two wheeler Mini Bus Govt. Bus Pvt. Bus Tempo LCV Truck Tractor Hand Drawn Rikshaw Animal Drawn Total

145 LOCATION DIRECTION M.G.Hospital Station Road High Court To Railway Station Motorised Traffic Non-Motorised Traffic TIME Cars Three Wheeler Two wheeler Mini Bus Govt. Bus Pvt. Bus Tempo LCV Truck Tractor Hand Drawn Rikshaw Animal Drawn Total

146 LOCATION DIRECTION M.G.Hospital Station Road Railway Station To M.G.Hospital Motorised Traffic Non-Motorised Traffic TIME Cars Three Wheeler Two wheeler Mini Bus Govt. Bus Pvt. Bus Tempo LCV Truck Tractor Hand Drawn Rikshaw Animal Drawn Total

147 LOCATION DIRECTION M.G.Hospital Station Road Railway Station To High Court Motorised Traffic Non-Motorised Traffic TIME Cars Three Wheeler Two wheeler Mini Bus Govt. Bus Pvt. Bus Tempo LCV Truck Tractor Hand Drawn Rikshaw Animal Drawn Total

148 LOCATION M.G.Hospital Station Road Date : 17/1/2012 DIRECTION M.G.Hospital To High Court Motorised Traffic Non-Motorised Traffic TIME Cars Three Wheeler Two wheeler Mini Bus Govt. Bus Pvt. Bus Tempo LCV Truck Tractor Hand Drawn Rikshaw Animal Drawn Total

149 LOCATION DIRECTION M.G.Hospital Station Road M.G.Hospital To Railway Station Motorised Traffic Non-Motorised Traffic TIME Cars Three Wheeler Two wheeler Mini Bus Govt. Bus Pvt. Bus Tempo LCV Truck Tractor Hand Drawn Rikshaw Animal Drawn Total

150 LOCATION Jalori Gate Date 18/1/2012 DIRECTION Chopasani To Swastik Gate Motorised Traffic Non-Motorised Traffic TIME Cars Three Wheeler Two wheeler Mini Bus Govt. Bus Pvt. Bus Tempo LCV Truck Tractor Hand Drawn Rikshaw Animal Drawn Total

151 LOCATION Jalori Gate Date 18/1/2012 DIRECTION Chopasani To Sardarpura Motorised Traffic Non-Motorised Traffic TIME Cars Three Wheeler Two wheeler Mini Bus Govt. Bus Pvt. Bus Tempo LCV Truck Tractor Hand Drawn Rikshaw Animal Drawn Total

152 LOCATION Jalori Gate Date 18/1/2012 DIRECTION Chopasani To Basni Motorised Traffic Non-Motorised Traffic TIME Cars Three Wheeler Two wheeler Mini Bus Govt. Bus Pvt. Bus Tempo LCV Truck Tractor Hand Drawn Rikshaw Animal Drawn Total

153 LOCATION Jalori Gate Date 18/1/2012 DIRECTION Chopasani To High Court Motorised Traffic Non-Motorised Traffic TIME Cars Three Wheeler Two wheeler Mini Bus Govt. Bus Pvt. Bus Tempo LCV Truck Tractor Hand Drawn Rikshaw Animal Drawn Total

154 LOCATION Jalorigate Date : DIRECTION Swastik Gate To Sardarpura Motorised Traffic Non-Motorised Traffic TIME Cars Three Wheeler Two wheeler Mini Bus Govt. Bus Pvt. Bus Tempo LCV Truck Tractor Hand Drawn Rikshaw Animal Drawn Total

155 LOCATION Jalori Gate Date 18/1/2012 DIRECTION Swastik Gate To High Court Motorised Traffic Non-Motorised Traffic TIME Cars Three Wheeler Two wheeler Mini Bus Govt. Bus Pvt. Bus Tempo LCV Truck Tractor Hand Drawn Rikshaw Animal Drawn Total

156 LOCATION Jalori Gate Date 18/1/2012 DIRECTION Swastik Gate To Chopasani Motorised Traffic Non-Motorised Traffic TIME Cars Three Wheeler Two wheeler Mini Bus Govt. Bus Pvt. Bus Tempo LCV Truck Tractor Hand Drawn Rikshaw Animal Drawn ` Total

157 LOCATION Jalori Gate Date 18/1/2012 DIRECTION Swastik Gate To Basni Motorised Traffic Non-Motorised Traffic TIME Cars Three Wheeler Two wheeler Mini Bus Govt. Bus Pvt. Bus Tempo LCV Truck Tractor Hand Drawn Rikshaw Animal Drawn Total

158 LOCATION DIRECTION Jalorigate High Court To Swastik Gate Motorised Traffic Non-Motorised Traffic TIME Cars Three Wheeler Two wheeler Mini Bus Govt. Bus Pvt. Bus Tempo LCV Truck Tractor Hand Drawn Rikshaw Animal Drawn Total

159 LOCATION Jalori Gate Date 18/1/2012 DIRECTION High Court To Chopasni Motorised Traffic Non-Motorised Traffic TIME Cars Three Wheeler Two wheeler Mini Bus Govt. Bus Pvt. Bus Tempo LCV Truck Tractor Hand Drawn Rikshaw Animal Drawn Total

160 LOCATION Jalori Gate Date 18/1/2012 DIRECTION High Court To Sardarpura Motorised Traffic Non-Motorised Traffic TIME Cars Three Wheeler Two wheeler Mini Bus Govt. Bus Pvt. Bus Tempo LCV Truck Tractor Hand Drawn Rikshaw Animal Drawn Total

161 LOCATION Jalori Gate Date 18/1/2012 DIRECTION High Court To Basni Motorised Traffic Non-Motorised Traffic TIME Cars Three Wheeler Two wheeler Mini Bus Govt. Bus Pvt. Bus Tempo LCV Truck Tractor Hand Drawn Rikshaw Animal Drawn Total

162 LOCATION DIRECTION Jalori Gate Basni To Swastik Gate Motorised Traffic Non-Motorised Traffic TIME Cars Three Wheeler Two wheeler Mini Bus Govt. Bus Pvt. Bus Tempo LCV Truck Tractor Hand Drawn Rikshaw Animal Drawn Total

163 LOCATION Jalori Gate Date 18/1/2012 DIRECTION Basni To Chopasani Motorised Traffic Non-Motorised Traffic TIME Cars Three Wheeler Two wheeler Mini Bus Govt. Bus Pvt. Bus Tempo LCV Truck Tractor Hand Drawn Rikshaw Animal Drawn Total

164 LOCATION Jalori Gate Date 18/1/2012 DIRECTION Basni To High Court Motorised Traffic Non-Motorised Traffic TIME Cars Three Wheeler Two wheeler Mini Bus Govt. Bus Pvt. Bus Tempo LCV Truck Tractor Hand Drawn Rikshaw Animal Drawn Total

165 LOCATION Jalori Gate Date 18/1/2012 DIRECTION Basni To Sardarpura Motorised Traffic Non-Motorised Traffic TIME Cars Three Wheeler Two wheeler Mini Bus Govt. Bus Pvt. Bus Tempo LCV Truck Tractor Hand Drawn Rikshaw Animal Drawn Total

166 LOCATION DIRECTION Jalorigate Sardarpura To Basni Motorised Traffic Non-Motorised Traffic TIME Cars Three Wheeler Two wheeler Mini Bus Govt. Bus Pvt. Bus Tempo LCV Truck Tractor Hand Drawn Rikshaw Animal Drawn Total

167 LOCATION Jalori Gate Date 18/1/2012 DIRECTION Sardarpura To High Court Motorised Traffic Non-Motorised Traffic TIME Cars Three Wheeler Two wheeler Mini Bus Govt. Bus Pvt. Bus Tempo LCV Truck Tractor Hand Drawn Rikshaw Animal Drawn Total

168 LOCATION Jalori Gate Date 18/1/2012 DIRECTION Sardarpura To Swastik Gate Motorised Traffic Non-Motorised Traffic TIME Cars Three Wheeler Two wheeler Mini Bus Govt. Bus Pvt. Bus Tempo LCV Truck Tractor Hand Drawn Rikshaw Animal Drawn Total

169 LOCATION Jalori Gate Date 18/1/2012 DIRECTION Sardarpura To Chopasni Motorised Traffic Non-Motorised Traffic TIME Cars Three Wheeler Two wheeler Mini Bus Govt. Bus Pvt. Bus Tempo LCV Truck Tractor Hand Drawn Rikshaw Animal Drawn Total

170 LOCATION DIRECTION Pal Chopasni (5th Road) Pal Road To M.G.Hospital Motorised Traffic Non-Motorised Traffic TIME Cars Three Wheeler Two wheeler Mini Bus Govt. Bus Pvt. Bus Tempo LCV Truck Tractor Hand Drawn Rikshaw Animal Drawn Total

171 LOCATION DIRECTION Pal Chopasni (5th Road) Pal Road To Umed Hospital Motorised Traffic Non-Motorised Traffic TIME Cars Three Wheeler Two wheeler Mini Bus Govt. Bus Pvt. Bus Tempo LCV Truck Tractor Hand Drawn Rikshaw Animal Drawn Total

172 LOCATION DIRECTION Pal Chopasni (5th Road) Pal Road To Chopasni Motorised Traffic Non-Motorised Traffic TIME Cars Three Wheeler Two wheeler Mini Bus Govt. Bus Pvt. Bus Tempo LCV Truck Tractor Hand Drawn Rikshaw Animal Drawn Total

173 LOCATION DIRECTION Pal Chopasni (5th Road) Chopasni To Umed Hospital Motorised Traffic Non-Motorised Traffic TIME Cars Three Wheeler Two wheeler Mini Bus Govt. Bus Pvt. Bus Tempo LCV Truck Tractor Hand Drawn Rikshaw Animal Drawn Total

174 LOCATION DIRECTION Pal Chopasni (5th Road) Chopasni To Pal Road Motorised Traffic Non-Motorised Traffic TIME Cars Three Wheeler Two wheeler Mini Bus Govt. Bus Pvt. Bus Tempo LCV Truck Tractor Hand Drawn Rikshaw Animal Drawn Total

175 LOCATION DIRECTION Pal Chopasni (5th Road) Chopasni To M.G.Hospital Motorised Traffic Non-Motorised Traffic TIME Cars Three Wheeler Two wheeler Mini Bus Govt. Bus Pvt. Bus Tempo LCV Truck Tractor Hand Drawn Rikshaw Animal Drawn Total

176 LOCATION DIRECTION Pal Chopasni (5th Road) Umed Hospital To Chopasni Motorised Traffic Non-Motorised Traffic TIME Cars Three Wheeler Two wheeler Mini Bus Govt. Bus Pvt. Bus Tempo LCV Truck Tractor Hand Drawn Rikshaw Animal Drawn Total

177 LOCATION DIRECTION Pal Chopasni (5th Road) Umed Hospital To M.G.Hospital Motorised Traffic Non-Motorised Traffic TIME Cars Three Wheeler Two wheeler Mini Bus Govt. Bus Pvt. Bus Tempo LCV Truck Tractor Hand Drawn Rikshaw Animal Drawn Total

178 LOCATION DIRECTION Pal Chopasni (5th Road) Umed Hospital To Pal Road Motorised Traffic Non-Motorised Traffic TIME Cars Three Wheeler Two wheeler Mini Bus Govt. Bus Pvt. Bus Tempo LCV Truck Tractor Hand Drawn Rikshaw Animal Drawn Total

179 LOCATION Pal Chopasni (5th Road) Date : 19/1/2012 DIRECTION M.G.Hospital To Pal Road Motorised Traffic Non-Motorised Traffic TIME Cars Three Wheeler Two wheeler Mini Bus Govt. Bus Pvt. Bus Tempo LCV Truck Tractor Hand Drawn Rikshaw Animal Drawn Total

180 LOCATION DIRECTION Pal Chopasni (5th Road) M.G.Hospital To Chopasni Motorised Traffic Non-Motorised Traffic TIME Cars Three Wheeler Two wheeler Mini Bus Govt. Bus Pvt. Bus Tempo LCV Truck Tractor Hand Drawn Rikshaw Animal Drawn Total

181 LOCATION DIRECTION Pal Chopasni (5th Road) M.G.Hospital To Umed Hospital Motorised Traffic Non-Motorised Traffic TIME Cars Three Wheeler Two wheeler Mini Bus Govt. Bus Pvt. Bus Tempo LCV Truck Tractor Hand Drawn Rikshaw Animal Drawn Total

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183 ANNEX B 1:1000 BRT CORRIDOR DRAWINGS

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202 ANNEX C RESETTLEMENT FRAMEWORK ENTITLEMENT MATRIX

203 Annex 1 Entitlement Matrix for ADB Funded Rajasthan Urban Sector Development Investment Program Type of Loss 1 Loss of private land 1-a Loss of private land Application Agricultural land, homestead land or vacant plot Agricultural land, homestead land or vacant plot Definition of Entitled Person Legal titleholders Tenants and leaseholders (whether having written tenancy/lease documents or not) Compensation Policy Implementation Issues Responsible Agency Compensation at replacement value or land-for-land where feasible. 1 Fees, taxes, and other charges related to replacement land (applicable to all parcels of replacement land, which totals the equivalent area of land acquired, if parcels of non-contiguous land are bought due to the unavailability of one contiguous parcel). Transitional allowance 2 based on three months minimum wage rates. Shifting assistance 3 for households. Notice to harvest standing seasonal crops. If notice cannot be given, compensation for share of crops will be provided. Additional compensation for vulnerable households 4 (item 7). Compensation for rental deposit or unexpired lease. Transitional allowance based on three months minimum wage rates. Shifting assistance for households. Notice to harvest standing seasonal crops. If notice cannot be given, compensation for share of crops will be provided. If land-for-land is offered, titles will be in the name of original landowners. 5 Fees, taxes, and other charges will be limited to those for land purchased within a year of compensation payment and for land of equivalent size. Vulnerable households will be identified during the census. Land owners will reimburse tenants and leaseholders land rental deposit or unexpired lease Vulnerable households will be identified during the census. The Valuation Committee will determine replacement value. IPMU will ensure provision of notice. NGO will verify the extent of impacts through a 100% survey of APs, determine assistance, and identify vulnerable households. NGO will confirm land rental and ensure tenants and leaseholders receive reimbursement for land rental deposit or unexpired lease, and report to IPMU. IPMU will ensure provision of notice Including option for compensation for non-viable residual portions. To be provided for APs whose livelihood is affected by the Program. The transitional allowance is calculated based on minimum wage rates for semi-skilled labor in the respective towns/cities for three months (estimated at Rs 81/day). This allowance is intended for utilization till an alternative means of livelihood is found. To be provided to APs relocating to a new AP-determined site. This will be equivalent to one day hire charges for a truck, including shifting within a radius of 50km (estimated as Rs 2,000). Vulnerable households comprise female-headed household, disabled-headed household, scheduled tribe-headed households, and Below Poverty Line households. Joint titles in the name of husband and wife will be offered in the case of married APs.

204 1 Type of Loss 1-b Loss of private land 1-c Loss of private land 2 Loss of Government land 2-a Loss of Government land 2-b Loss of Government land Application Agricultural land Agricultural land, homestead land or vacant plot Vacant plot, Agricultural land, homestead land Vacant plot, Agricultural land, homestead land, RoW of road Vacant plot, Agricultural land, homestead Definition of Entitled Person Sharecroppers Encroachers and Squatters Leaseholders Encroachers Squatters Compensation Policy Additional compensation for vulnerable households. Notice to harvest standing seasonal crops. If notice cannot be given, compensation for share of crops will be provided. Additional compensation for vulnerable households. 60 days advance notice to shift from encroached land. Notice to harvest standing seasonal crops. If notice cannot be given, compensation for share of crops will be provided. Additional compensation for vulnerable households. Reimbursement of unexpired lease. Transitional allowance based on three months minimum wage rates. Shifting assistance for households. Notice to harvest standing seasonal crops. If notice cannot be given, compensation for share of crops will be provided. Additional compensation for vulnerable households. 60 days advance notice to shift from encroached land. Notice to harvest standing seasonal crops. If notice cannot be given, compensation for share of crops will be provided. Additional compensation for vulnerable households. 60 days advance notice to shift from occupied land. Notice to harvest standing seasonal crops. If notice cannot be given, Implementation Issues Harvesting prior to acquisition will be accommodated to the extent possible. Work schedule will avoid harvest season. Vulnerable households will be identified during the census. Vulnerable households will be identified during the census. Vulnerable households will be identified during the census. Vulnerable households will be identified during the census. Vulnerable households will be identified during the census. Responsible Agency IPMU will ensure provision of notice. NGO will identify vulnerable households. IPMU will ensure provision of notice. NGO will identify vulnerable households. IPMU will ensure provision of notice. NGO will identify vulnerable households. IPMU will ensure provision of notice. NGO will identify vulnerable households. IPMU will ensure provision of notice. NGO will identify vulnerable households.

205 Type of Loss Application 3 Loss of residential structure 3-a Loss of residential structure 3-b Loss of residential structure 4 Loss of commercial land, RoW of road Residential structure and other assets 6 Residential structure and other assets Residential structure and other assets Commercial structure and Definition of Entitled Person Legal titleholders Tenants and leaseholders Encroachers and squatters Legal titleholders Compensation Policy compensation for share of crops will be provided. Additional compensation for vulnerable households. Replacement value of the structure and other assets (or part of the structure and other assets, if remainder is viable). Fees, taxes, and other charges related to replacement structure. Shifting assistance for households. Right to salvage materials from structure and other assets with no deductions from replacement value. Additional compensation for vulnerable households. Replacement value of the structure and other assets (or part of the structure and other assets, if remainder is viable) constructed by the AP. Compensation for rental deposit or unexpired lease. Shifting assistance for households. Right to salvage materials from structure and other assets with no deductions from replacement value. Additional compensation for vulnerable households. 60 days advance notice to shift from occupied land Shifting assistance for households. Right to salvage materials from structure and other assets Additional compensation for vulnerable households. Replacement value of the structure and other assets (or part of the Implementation Issues Vulnerable households will be identified during the census. Land/structure owners will reimburse tenants and leaseholders rental deposit or unexpired lease. Vulnerable households will be identified during the census. Vulnerable households will be identified during the census. Vulnerable households will be identified during Responsible Agency Valuation committee will verify replacement value. NGO will verify the extent of impacts through a 100% survey of AHs determine assistance, verify and identify vulnerable households. Valuation committee will verify replacement value. NGO will verify the extent of impacts through a 100% surveys of AHs determine assistance, verify and identify vulnerable households. NGO will verify the extent of impacts through a 100% survey of AHs determine assistance, verify and identify vulnerable households. Valuation committee will determine replacement value. 6 Other assets include, but is not limited to walls, fences, sheds, wells, etc.

206 1 Type of Loss Application Definition of Entitled Person Compensation Policy Implementation Issues Responsible Agency structure other assets structure and other assets, if remainder is viable). Fees, taxes, and other charges related to replacement structure. Transitional allowance based on three months minimum wage rates. Shifting assistance for households. Right to salvage materials from structure and other assets with no deductions from replacement value. Additional compensation for vulnerable households. the census. Commercial Tenants and structure and leaseholders other assets 4-a Loss of commercial structure 4-b Loss of commercial structure 5 Loss of livelihood Commercial structure and other assets Livelihood Encroachers and squatters Legal titleholder/ tenant/leaseholder /nontitled/employee of commercial Replacement value of the structure and other assets (or part of the structure and other assets, if remainder is viable) constructed by the AP. Compensation for rental deposit or unexpired lease. Transitional allowance based on three months minimum wage rates. Shifting assistance for households. Right to salvage materials from structure and other assets with no deductions from replacement value. Additional compensation for vulnerable households. 60 days advance notice to shift from occupied land Transitional allowance based on three months minimum wage rates. Shifting assistance for households. Right to salvage materials from structure and other assets. Additional compensation for vulnerable households. Assistance for lost income based on three months minimum wage rates. Additional compensation for vulnerable households. Consideration for project Land/structure owners will reimburse tenants and leaseholders land rental deposit or unexpired lease. Vulnerable households will be identified during the census. Vulnerable households will be identified during the census. Vulnerable households will be identified during the census. NGO will verify the extent of impacts through a 100% survey of AHs determine assistance, verify and identify vulnerable households. Valuation committee will determine replacement value. NGO will verify the extent of impacts through a 100% survey of AHs determine assistance, verify and identify vulnerable households. NGO will verify the extent of impacts through a 100% surveys of AHs determine assistance, verify and identify vulnerable households. NGO will verify the extent of impacts through a 100% survey of AHs determine assistance, verify and identify vulnerable households.

207 Type of Loss Application 6 Loss of trees and crops 7 Impacts on vulnerable APs 8 Temporary loss of land Standing trees and crops Definition of Entitled Person structure, farmer/agricultural worker Legal titleholder/ tenant/leaseholder /sharecropper/non -titled AP Compensation Policy Implementation Issues Responsible Agency employment. Notice to harvest standing seasonal crops If notice cannot be provided, compensation for standing crop (or share of crop for sharecroppers) at market value Compensation for trees based on timber value at market price, and compensation for perennial crops and fruit trees at annual net product market value multiplied by remaining productive years; to be determined in consultation with the Forest Department for timber trees and the Horticulture Department for other trees/crops. All impacts Vulnerable APs Land. Further to item 1, in case of total loss of land, and a total dependency on agriculture, land-forland compensation if signified by the AP. Government land. Further to Item 2, provision for skills training for displaced APs. Residential structure. Further to Item 3, in case of total loss of structure, skills training for APs. Commercial structure. Further to item 4, in case of total loss of business, skills training for vulnerable households. Livelihood. Vulnerable households will be given priority in project construction employment. Land temporarily required for sub-project construction Legal titleholders, non-titled APs Provision of rent for period of occupation for legal titleholders. Compensation for assets lost at replacement value, and trees and crop loss in accordance with item 6. Harvesting prior to acquisition will be accommodated to the extent possible. Work schedules will avoid harvest season. Market value of trees/crops has to be determined. Vulnerable households will be identified during the census. If land-for-land is offered, titles will be in the name of original occupants (refer to footnote 10). Assessment of impacts if any on structures, assets, crops and trees due to temporary occupation. IPMU will ensure provision of notice. Valuation Committee will undertake valuation of standing crops, perennial crops and trees, and finalize compensation rates in consultation with APs. NGO will verify the extent of impacts through a 100% surveys of AHs determine assistance, verify and identify vulnerable households. Valuation Committee will determine rental value and duration of construction survey and consultation with APs. A pre-sub-project

208 1 Type of Loss 9 Temporary disruption of livelihood 10 Loss and temporary impacts on common resources 11 Any other loss not identified Application Common resources Definition of Entitled Person Legal titleholders, non-titled APs Communities Compensation Policy Restoration of land to previous or better quality. 30 days advance notice regarding construction activities, including duration and type of disruption. Contractor s actions to ensure there is no income/access loss consistent with the IEE. 7 Assistance to mobile vendors/hawkers to temporarily shift for continued economic activity. 8 For construction activities involving unavoidable livelihood disruption, compensation for lost income or a transitional allowance for the period of disruption whichever is greater. Replacement or restoration of the affected community facilities including public water stand posts, public utility posts, temples, shrines, etc. - - Unanticipated involuntary impacts will be documented and mitigated based on the principles of the Resettlement Framework. Implementation Issues Site restoration. Identification of alternative temporary sites to continue economic activity. Responsible Agency photograph to be made by the NGO. IPMU will ensure compensation is paid prior to site being taken-over by contractor. Contractor will be responsible for site restoration. Valuation Committee will determine income lost. Contractors will perform actions to minimize income/access loss. - IPMU and Contractor. - NGO will ascertain the nature and extent of such loss. IPMU will finalize the entitlements in line with the Resettlement Framework. 7 8 This includes: leaving spaces for access between mounds of soil, providing walkways and metal sheets to maintain access across trenches for people and vehicles where required, increased workforces to finish work in areas with impacts on access, timing of works to reduce disruption during business hours, phased construction schedule and working one segment at a time and one side of the road at a time. For example assistance to shift to the other side of the road where there is no construction.

209 ANNEX D ECONOMIC AND FINANCIAL ASSESSMENT DETAILS

210 Annex D-1 Table D-1 Option 1 Minimum Land Take and Capital Cos Approx Dist No of Stations (excl terminals) remove median and construct new dividers reposition median lighting relocate utilities No of Roundabouts to No of be converted to Junctions to be Junctions widened Tunnel Section Rigid Flexible Sidewalk TOTAL Width Height Volume Width Width Width Sections m Length (m) (m) (m) (cu m) Length (m) (m) Area (sq m) Length (m) (m) Area Length (m) (m) Area linear m linear m linear m nos nos nos nos Mandore Lal Sagar 1, , , Lal Sagar Stadium 5, , ,150 5, ,300 5, ,800 5,450 5,400 5, Stadium Jalori Gate 1, , , Jalori Gate RR junction 9, , , ,100 9, RR junction Terminal 2, Total Route 20, , ,000 21,800 14,550 14,500 5, , ,000 5,450 21,800 14,550 14,500 5, I USD 53 INR ,000,000 4,000,000 8,000,000 1,000,000 signalised junctions Signalised Ped Xings 244,440, ,450,000 43,600,000 43,600,000 13,095, ,625,000 2,725,000 60,000,000 64,000, ,000,000 12,000,000 4,612,075-4,819, , , ,075 2,257,075 51,415 1,132,075 1,207,547 3,924, , Option 2 Tunnel Approx Dist No of Stations (excl terminals) Tunnel Section Rigid Flexible Sidewalk Width Height Volume Width Width (m) (m) (cu m) Length (m) (m) Area Length (m) (m) Area Length (m) remove median and construct new dividers reposition median lighting relocate utilities No of Roundabouts to No of be converted to Junctions to be Junctions widened signalised junctions Signalised Ped Xings Width (m) Area linear m linear m linear m nos nos nos nos Sections m Length (m) Mandore Lal Sagar 1, , ,950 1, ,900 1, , Lal Sagar Stadium 5, , ,150 5, ,300 5, ,800 5,450 5,400 5, Stadium Jalori Gate 1, , ,800-1, ,800 1, , Jalori Gate RR junction 9, , , ,100 9, RR junction Terminal 2, Total Route 20, ,600 76, , ,000 35,600 14,550 14,500 5, , ,000 8,900 35,600 14,550 14,500 5, Unit rate USD 53 INR 350,000, ,000,000 4,000,000 8,000,000 1,000,000 Cost (Rs.) 560,000, ,520, ,450,000 71,200,000 71,200,000 13,095, ,625,000 2,725,000 60,000,000 64,000, ,000,000 12,000,000 Cost ($) 10,566,038 5,198,491-4,819,811 1,343, ,343, ,075 2,257,075 51,415 1,132,075 1,207,547 3,924, ,415 Cost (mil $) Option 3 Urban Renewal te No of Stations (excl terminals) Tunnel Section Rigid Flexible Sidewalk Width Height Volume Width Width Sections m Length (m) (m) (m) (cu m) Length (m) (m) Area Length (m) (m) Area Length (m) remove median and construct new dividers reposition median lighting relocate utilities No of Roundabouts to No of be converted to Junctions to be Junctions widened signalised junctions Signalised Ped Xings Width (m) Area linear m linear m linear m nos nos nos nos Mandore Lal Sagar 1, , ,950 1, ,900 1, ,400 1,850 1,850 1, Lal Sagar Stadium 5, , ,150 5, ,300 5, ,800 5,450 5,400 5, Stadium Jalori Gate 1, , ,200 1, ,400 1, ,600 3,200 1, Jalori Gate RR junction 9, , , ,100 9, RR junction Terminal 2, Total Route 20, , ,600 38,800 19,600 17,950 8, , ,600 8,900 38,800 19,600 17,950 8, I USD 53 INR ,000,000 4,000,000 8,000,000 1,000, ,400, ,970,000 71,200,000 77,600,000 17,640, ,087,500 4,450,000 60,000,000 64,000, ,000,000 12,000,000 5,705,660-4,584,340 1,343,396 1,464, ,830 2,794,104 83,962 1,132,075 1,207,547 3,924, , Annex D-1 Capital Cost Estimatesroadway costs etc 7/11/2012

211 Annex D-1 Table D-1 (contd) Costs of Common Items for all Options USD USD Terminals qty unit cost Total cost Land required for Mandore terminal sq m ,450,000 Land required for Southern terminal sq m ,450,000 Two storey Buildings sq m GFA ,000,000 Sub total 5,900,000 Depot - Land required for main depot sq m 10, ,000,000 Land required for secondary depot sq m ,200,000 Buildings sq m GFA ,000,000 Equipment lot ,000,000 Sub total 8,200,000 Fares and Ticketing - Central computer and software 1 lot 1 1,000,000 1,000,000 Depot computers and software depot 2 10,000 20,000 Card encoding equipment 1 lot 2 100, ,000 Turnstile card readers (3 per station) stations 32 10, ,000 Add value machines nos 32 10, ,000 Mobile inspection devices nos 5 1,000 5,000 Smart cards card ,000 Sub total 2,165,000 ITS GPS Central computer and software 1 1,000,000 1,000,000 BRT driver communication system 1 100, ,000 On bus equipment incl display 60 10, ,000 Station passenger display 32 10, ,000 Interface with traffic control system 1 50,000 50,000 ATC system 1 750, ,000 New signals and controllers junction ,000 2,600,000 New signals and controllers ped Xing 12 50, ,000 Sub total 6,020,000 Buses 12 m diesel bus ,000,000

212 Annex D-2 Economic Costs 1. Costs 1. The economic costs of capital works and annual operation and maintenance are calculated from the financial cost estimates on the following basis: (i) (ii) Price contingencies are excluded but physical contingencies are included because they represent real consumption of resources; Import duties and taxes are excluded because they represent transfer payments. For this the shadow exchange rate factor worked out below was used; Table 1: Shadow exchange rate factor Details Actual Actual Actual Actual Actual National export (free on board) = Ex * (Rs Crores) 1,157, , , , ,779 National import (CIF) = Im* (Rs Crores) 1,605,315 1,356,468 1,374,436 1,012, ,506 Customs Duties =Ct* (Rs Crores) 93,393 60,223 69,217 75,382 62,819 AD-HOC STANDARD CONVERSION FACTOR (CF = (Ex + Im)/( Ex + Im+Ct)) Shadow exchange rate factor (Y):(Y=1/CF) * - Source : Handbook of Statistics on Indian Economy, 2011, Reserve Bank of India RE - Revised Estimates Note: Calculation Method based on the handout on Economic Analysis (iii) The existence of unemployment and under-employment for unskilled workers within the Indian economy means that the opportunity cost of unskilled labour can be considered to be lower than its wage rate a conversion factor of 0.6 of the market wage rate for agriculture casual labour is used to estimate the shadow wage rate; Table 2: Shadow Wage-rate Factor (Y) Casual agriculture labor cost (Rs. per day)* ( L) 80 National minimum wage of unskilled worker (Rs. per day)** (M) 145 Shadow Wage-rate Factor (Y); Y = L/M 0.6 *- Minimum Agricultural Labor wage fixed by many sates at Rs. 80 a day (for men working six hours) and Rs. 70 (for women working five hours) ** Rajasthan: Minimum Wages w.e.f. January 1, 2011, 1.Department of Labour and Employment, Government of Rajasthan, (iv) The market wage rate for skilled labour and the acquisition cost of land are considered to represent opportunity costs, as both factors are in demand;

213 (v) All costs are valued using the domestic price numeraire, to enable an easier comparison with the information used to measure benefits (e.g. a significant component of benefit is the savings in resources, which would be used in the without project situation). 2. Estimated financial base cost without contingencies and allowances for the Jodhpur BRTS project is estimated for three options as shown in Table 3. Using the basis, the economic cost (resource cost) was estimated both for capital cost and operation & maintenance costs and presented in Tables 4 to 6. For estimating the economic cost from the financial cost, the following other assumptions were also considered: A. Capital Cost Contingences and other allowances considered to the base cost (12%): o Design Supervision Consultancy (DSC)+ Third Party Inspection (TPI) - 3%, o Information, Education & Communication (IEC) activities 1%, o Incremental Administration (PIU) 2%, o Physical contingency 3%, o Environmental mitigation 1%, o Social intervention 1%, o Institutional development and capacity building activities1% Share of foreign cost to total project cost Share of foreign Cost (%) Sector Services Materials Total Water Supply 0.75% 2% 2.75% Sewerage 0.75% 0% 0.75% Drainage 0.75% 0% 0.75% SWM 0.75% 0% 0.75% Urban Transport (BRTS) 1.00% 4% 5.00% Tax and duties o Local cost 12% o Foreign Cost 4% Share of unskilled labor in Local Cost 12% B. Maintenance Cost Share of foreign cost to total project cost o Urban Transport 0% Tax and duties o Local cost 12% o Foreign Cost 4% Share of unskilled labor in Local Cost 15% Components of O&M Cost

214 o The costs of the Agency to manage the BRT system including the costs of daily upkeep and cleaning of the stations and the bus-way assumed to be undertaken by the Agency staff; o The costs of the bus operators to provide the BRT services; o The costs of the financial institution responsible for providing the ticketing. Considering the following O&M Unit cost rate for different components, the total O&M cost was estimated for the operation period and the same was converted into economic cost by the CF arrived from the resource cost estimation from the capital cost. Management Ticketing Agency Bus operation Infrastructure maint. Total Table 3: Details of Base Financial Cost ( ) Sl. No. Item Option 1 Option 2 Option 3 1 Roadway USD Million Capital Cost USD Million Other Infra + Fleet Total USD Million Total Rs Million 2, , , Land +RR USD Million Total USD Million Total Rs Million 2, , , Source: Consultant Table 4: Details of Resource Cost Estimation Capital Cost (Jodhpur BRTS Option 1) Capital Cost - Jodhpur BRTS - Option 1 Financial Cost (Capital) Resource Cost (Capital) Details Rs Million Rs Million S P Factor Base Cost 2, Allowances 12% Foreign Cost - Base cost & allowance 5%

215 - Taxes & Duties 4% Local Cost - - Unskilled labour 12% Skilled labour & Others 88% 2, , Taxes & Duties 12% , , Total 3, , Table 5: Details of Resource Cost Estimation Capital Cost (Jodhpur BRTS Option 2) Capital Cost - Financial Cost (Capital) Resource Cost (Capital) Details Rs Million Rs Million S P Factor Base Cost 3, Allowances 12% Foreign Cost - Base cost & allowance 5% Taxes & Duties 4% Local Cost - - Unskilled labour 12% Skilled labour & Others 88% 3, , Taxes & Duties 12% , , Total 4, , Table 6: Details of Resource Cost Estimation Capital Cost (Jodhpur BRTS Option 3) Capital Cost - Financial Cost (Capital) Resource Cost (Capital) Details Rs Million Rs Million S P Factor Base Cost 6, Allowances 12% Foreign Cost - Base cost & allowance 5% Taxes & Duties 4%

216 Local Cost - - Unskilled labour 12% Skilled labour & Others 88% 5, , Taxes & Duties 12% , , Total 7, , Considering as base year followed by two year construction period and 20 years implementation period considered for the analysis, the cash outflow for economic cost was worked out.

217 Annex D-3 Valuing Economic Benefits of BRTS Project 1. The benefits arising from improved urban transport infrastructure results in improved service level delivery in urban transport travel requirements in the Project city / town. Benefits are achieved through more effective connectivity, better speed, less traffic related issues like congestion, accidents etc. 2. Project beneficiaries will be those travelers for whom accessibility to economic and social activities will be improved through better road conditions, better accessibility, better public transport and traffic flows brought about by the sub-projects. This improvement is achieved by reducing the effort or inconvenience of travel between the origin of the traveler and the destination offering these activities. 3. Support urban infrastructure facilities like off-street vehicular parking, planned terminal for bus or trucks will also improve the quality of service delivery in terms of less traffic congestion on major city roads, improvement in traffic environment, better safety etc. 4. Present sub-project component in Jodhpur City in Rajasthan considered for the present report comprises construction of a BRTS facility. Presently public transport is mainly provided by privately owned minibuses which operate on ten routes in Jodhpur. In addition to the fixed route bus services it was estimated that there are about 4000 auto rickshaws which operate as taxis throughout Jodhpur. 5. The subproject in Jodhpur is the proposed BRTS facility for a 18 km length corridor where demand for public transport is heavy. This facility is to reduce the accessibility problems for the public transport users and public transport buses with free flow. Subproject proposal will benefit the vehicular traffic on the corridor with less traffic congestion, less traffic conflict at junctions; increase the travel speed resulting in savings in vehicle operating cost (VOC) and travel time. 6. The economic benefits considered in the present analysis for the BRTS subproject in Jodhpur city include: (i) Vehicle operating cost saving for those vehicles whose traffic is shifted to BRTS and they include mini buses, auto rickshaws and two wheelers; (ii) Savings in travel time for the passengers who have shifted to the better BRTS system; 7. VOC savings for the passenger traffic using BRTS: Proposed BRTS is estimated to shift passengers from the existing minibuses, auto rickshaws and two wheelers and this will remove appropriate number of vehicles from the BRTS corridor. Accordingly, the removed vehicle VOC is savings to the economy. Also the reduction of private and IPT vehicles from the congested corridor will improve the service quality in terms of reduced vehicle operating costs to the remaining vehicles. 1

218 8. Value of Passenger Travel Time Savings: Proposed BRTS will result in reduction in travel time for the shifted passengers from mini bus and autorickshaw due to the efficient and dedicated BRTS system. 9. In the absence of detailed traffic modeling, assumptions were made regarding impact of improvements on BRTS, in terms of likely Program benefit including savings in travel time and related cost as well savings in vehicle operating cost (VOC). These assumptions and methodology followed include: (i) Proposed BRTS facility will help to shift passengers from the existing public transport/ipt/private vehicles and thus the BRTS operation will reduce the operation of these vehicles. Thus the operation cost (VOC) of the reduced vehicles is treated as savings to the economy. Based on the traffic diversion estimation discussed in the traffic section of the main report, the quantum of reduced vehicle operation was estimated. (ii) Average travel speed in peak and off-peak conditions is assumed to increase from the existing travel modes by shifting to BRTS. Existing travel speed for passengers by different vehicles is observed from the field surveys and by comparing the same with the speed of the proposed BRTS, saving in travel time is estimated for different vehicle categories. The improvement in travel speed is used to estimate the savings in travel time and further costing the time saved. 10. VOC savings and Travel time savings for the vehicles and passengers are using the project road, in terms of hours and its monetary value using the time unit rates, was estimated from the following data collected at field as well guidelines stipulated by Indian Roads Congress (IRC), and relevant study reports: Average vehicle occupancy the number of passengers by vehicle type, plus paid driver and crew where applicable; Traffic composition the percentage of each vehicle type in the traffic stream; Passenger composition the percentage of each socio-economic category using each vehicle type and the percentage of passengers who are in the workforce; Savings in VOC and travel time estimated based on the existing travel speed / VOC at congested travel conditions and the improved service level for the proposed project; Unit cost of VOC and travel time for different vehicle users Based on a relevant study report, unit time cost at 2012 price level. 11. Road user cost unit rates including VOC for different vehicles used for the analysis is given in Table 1. Calculation of travel time value for urban conditions in Rajasthan using the WB Guidelines for different vehicle categories are presented in Tables 2 to 4. Inputs considered for savings in travel time to the BRTS passengers, estimated from primary data collected are presented in Tables 5 to Finally the estimated project benefits of VOC savings and travel savings during the analysis period is given in Tables 9 and 10. 2

219 13. Exclusions. The following benefits of transport component for BRTS operation have not been quantified for want of adequate data and quantification techniques. These qualitative benefits along with the quantifiable benefits discusses above, the proposed tunnel construction will tend to provide better living condition in the project town. (i) (ii) (ii) (iii) Improvement in the environment due to reductions of air pollution and greenhouse gas (GHG) emissions; Increase in land values along the BRTS corridor Savings in traffic accident costs due to better traffic management; and Effects on tourism and tourist-related businesses. Table 1: Details of Road User Cost adopted for the Study VOC (Rs. / Vehicle Km) Vehicle Category , Car Bus TW Aut o rickshaw Share-Aut o Taxi Axle Truck LCV Goods Tempo Goods Aut o Source: Analysis 1. Approach for Economic and Operat ion Assessment for Ident ified Urban Roads and Transport at ion Sub-proj ect s, Working Paper No. : WP-05, Comprehensive Transport at ion St udy for Chennai Met ropolit an Area, May Escalated to 2012 with 15% annual growth. Table 2: Estimate of Passenger Travel Time for Rajasthan State (2012) Unit Value Datum yr Input Annual Growth (%) 2012 Gross State Domestic Product (NSDP)**** A Rs million 1,569, ,807,030 Population* B million Working population: Main * C % 19.16% Working population: Marginal* D % 14.44% Working population: FTE** E=C+D/2 % 26.38%

220 Computed Assumed NSDP (85%) to households F=A 0.85 Rs million 1,535,976 Average income per FTE worker G=(F/B)/E Rs/year 85,969 Average income per FTE worker*** H=G/2400 Rs/hour Work time value, with 33% overheads I=H 1.33 Rs/hour Non-work time value at 30% J=H 0.30 Rs/hour * Census of India, 2001 ** Full-time equivalent workers, assuming marginal workers are employed half-time. *** Assuming 2,400 worked hours per year. **** Reserve Bank of India Table 3: Vehicle Category wise Passenger Travel Time for Rajasthan State (2012) Vehicle Type Time value (Rs / Hour), 2012 Work Non work Combined Bus Mini Bus TW Car - Old Tech Car - New Tech Table 4: Vehicle Category wise Passenger Travel Time for Rajasthan State (2012) - Urban Condition Vehicle Type Time value (Rs / Hour), 2012 Work Non work Combined Bus Mini Bus TW Car - Old Tech Car - New Tech Table 5: Observed Average Travel Speed on Project Corridor (2012) Section Length Peak Hour (Km) Peak Hr Travel Time (Mts) Travel Speed (Km/Hr) Off Peak Hour Off Peak Hr Travel Time (Mts) Travel Speed (Km/Hr) Mandori Gate Paota Circle Paota Circle Panchi Road Circle Panchi Road Circle Bypass Circle Total Source: Survey by TA Consultant, May

221 Table 6: Estimated Average Travel Speed by Project Impact Vehicles on Project Corridor (2012) (Peak Hour Speed) Section Length Peak Hour Travel Time (Mts) (Km) Car Mini Bus Autorickshaw TW Mandori Gate Paota Circle Paota Circle Panchi Road Circle Panchi Road Circle Bypass Circle Total Peak Hour Travel speed (Km/Hr) Source: Survey by TA Consultant, May 2012 Table 7: Estimated Average Travel Speed by Project Impact Vehicles on Project Corridor (2012) (Off-Peak Hour Speed) Section Length Off Peak Hour Travel Time (Mts) (Km) Car Mini Bus Autorickshaw TW Mandori Gate Paota Circle Paota Circle Panchi Road Circle Panchi Road Circle Bypass 7.5 Circle Total Off Peak Hour Travel speed (Km/Hr) Source: Survey by TA Consultant, May 2012 Table 8: Time Savings / Trip in Minutes (6 Km length) Option 1 Mini Bus Rickshaw TW Peak Hour Non Peak Hour Source: estimated from the Survey by TA Consultant, May 2012 Table 9: Estimated Savings in Vehicle Operating Cost Option 1 No. of Replaced Vehicle Km / Day Annual Savings in VOC Rs Million Year Mini Bus Rickshaw TW Total Mini Bus Rickshaw TW Total ,730 13,640 62,980 89, ,240 14,185 65,500 92, ,769 14,753 68,120 96, ,320 15,343 70, , ,893 15,957 73, , ,488 16,595 76, , ,108 17,259 79, , ,752 17,949 82, , ,422 18,667 86, ,

222 ,119 19,414 89, , ,844 20,190 93, , ,598 20,998 96, , ,382 21, , , ,197 22, , , ,045 23, , , ,927 24, , , ,844 25, , , ,798 26, , , ,789 27, , , ,821 28, , , ,894 29, , , ,010 31, , , ,170 32, , , ,377 33, , , ,632 34, , , ,937 36, , , ,295 37, , , ,706 39, , , ,175 40, , , ,702 42, , , ,290 44, , , ,941 46, , , ,659 47, , , ,445 49, , , Source: Analysis 6

223 Table 10: Estimated Savings in Travel Time Cost to BRT Passengers Option 1 Source: Analysis 7