LOW CARBON IPT ACTION PLAN FOR UDAIPUR November, 2018 Ravi Gadepalli Transit Intelligence
Public Transport in Indian Cities Indian cities currently have a high public transport usage provided by a combination of formal and informal systems This needs to be retained and enhanced further to meet our developmental and environmental goals Mode Share of Work Trips in India India 24% 28% 27% 6% 6% 7% India-Female 43% 10% 18% 8% 11% 8% India-Male Total-Rural 22% 29% 30% 33% 28% 19% 5% 4% 6% 6% 7% 7% Rural-Female 49% 16% 12% 6% 10% 5% Rural-Male Total-Urban 27% 22% 25% 35% 31% 20% 4% 7% 6% 6% 7% 8% Urban-Female 40% 8% 20% 9% 11% 10% Urban-Male 19% 27% 33% 7% 6% 8% 0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100% Bus Bicycle Moped/Scooter/Motor Cycle Car/Jeep/Van Tempo/Autorickshaw/Taxi Train Water transport Any other Source: Census of India, 2011
Why Low-Carbon IPT? Intermediate Public Transport (IPT)/ Paratransit systems are the major form of shared mobility usage in many small and medium sized cities Even in the larger cities, they form the majority of shared mobility fleets Population Bus Paratransit Rail Car 2-Wheeler Cycle Walk Total >10 million 20 3 14 6 9 5 43 100 1-10 million 13 11 2 3 23 13 37 100 <1 million 4 13 0 2 27 6 49 100 Proportion of shared vehicles in Indian cities Source: Moser et. al., 2016 100% 90% 80% 70% 60% 50% 40% 30% 20% 10% 0% Paratransit Taxi Bus Agra Ahmedabad Allahabad Aurangabad Bengaluru Bhopal Chandigarh Chennai Coimbatore Delhi Dhanbad Durg Bhilai Ghaziabad Greater Hyderabad Indore Jabalpur Jaipur Jamshedpur Jodhpur Kanpur Kochi Kolkata Kota Lucknow Madurai Meerut Nagpur Nashik Patna Pune Raipur Rajkot Ranchi Srinigar Surat Tiruchirapalli Vadodra Varanasi Vijayawada Visakhapatnam Source: MoRTH, 2017
Udaipur-City characteristics Medium sized city with high population density 6,313 auto rickshaws and 2,637 tempos providing IPT services to the city & suburbs Two-wheelers the preferred mode of travel in the city for medium distance trips Study Area Population Area (sq. km) Density (ppl per ha) Udaipur Municipal Corporation 451,100 64 257 Udaipur Urban Control Area 637,717 348 61 Mode % trips Avg. trip length (km) Walk 48 1.18 Cycle 2 2.37 2-Wheeler 34 5.54 Car 3 4.52 IPT 11 7.06 Bus 2 -- Source: LCMP Udaipur, 2014
IPT USE CHARACTERISTICS
Udaipur: Travel Demand Patterns Two-wheeler and walk the most preferred modes for men Walk and IPT the most popular modes for women Two-wheeler and Car usage increases with income Need to retain walk trips and increase share of Bus and IPT Mode Share Vs Gender Mode Share Vs Household Income 100% 90% 80% 70% 60% 50% 40% 30% 20% 10% 11% 10% 14% 13% 34% 44% 66% 48% 35% Bus IPT Car Two-Wheeler Cycle Walk 100% 90% 80% 70% 60% 50% 40% 30% 20% 10% 14% 11% 5% 14% 23% 40% 33% 62% 41% 33% 0% 0% Total Men Women Low Income Medium Income High Income
Shared vs Private Vehicle Travel Patterns Two-wheeler and IPT have similar trip length and travel patterns Bus and Car have similar travel patterns 25% of IPT and 33% 2-wheeler trips > 5km, which should ideally be on buses Users need a good quality bus service as an alternative to long distance IPT, two-wheeler and Car trips Need increased availability of IPT as an alternative to short distance two-wheeler and Car trips Mode-wise trip lengths Mode-wise travel times 100% 90% 80% 70% 60% 50% 40% 30% 20% 10% 0% 31% 29% 28% 12% 4% 8% 13% 21% 25% 38% 48% 38% 34% 28% 29% 15% >10 km 5-10 km 2-5 km <=2 km 100% 90% 80% 70% 60% 50% 40% 30% 20% 10% 0% 43% 13% 28% 16% 15% 13% 8% 14% 40% 37% 34% 39% 21% 9% 41% 29% >60 min 30-60 min 15-30 min <15 min Bus IPT Two-Wheeler Car Bus IPT Two-wheeler Car
Benefits of Low-Carbon IPT in Udaipur 2027 considered as the horizon year Assumptions for Scenario Analysis BAU scenario based on population projections from UN-Population and LCMP, 2015 Public transport trips projected to increase from 14% in 2014 to 32% in 2027 Two alternative supply scenarios have been modelled No. of trips 350,000 300,000 250,000 200,000 150,000 100,000 50,000-2015-Base year 2027-PT BAU 2027-Electric PT 2027-PT Electric +50% Bus electric bus e-rickshaw Bus Diesel 3Whs Scenario 1: Electrify PT and IPT Impact on city in each scenario Scenario 2: Increase bus share of PT Key findings: Electrification leads to approx. 50% reduction in PT emissions Increased share of buses further reduces road space requirements 35000 30000 25000 20000 15000 10000 5000 0 2015-Base year 2027-PT BAU 2027-Electric PT 2027-PT Electric +50% Bus Emissions (tco2/year) Road space req. (PCU-km)
IPT SYSTEM CHARACTERISTICS
IPT in Udaipur-Forms and Functions Small auto-rickshaws for Point to Point (P2P) services Operate on contract carriage permits
IPT in Udaipur-Forms and Functions Big auto-rickshaws for Point to Point (P2P) services Operate on contract carriage permits Observed to operate shared services occasionally
IPT in Udaipur-Forms and Functions Tempos operating shared transport/ fixed route services Routes pre-defined by Road Transport Authority (RTA)
IPT in Udaipur-Forms and Functions Three wheelers and tempos offering goods movement
Overview of stage carriage permits Mismatch between routes available Vs operational routes Only 10 of the 25 identified routes cover 90% of the permits
Existing IPT Governance Framework GOVERNING AGENCY ROLE OF AGENCY POLICY PLANNING REGULATION Traffic Safety Committee(Chaired by District Magistrate(DM)) Number of permits across IPT types Udaipur Municipal Corporation Road Transport Authority (RTA) Traffic Police Multi-modal planning Smart city projects IPT Infrastructure Vehicle Registrations and Permits Fitness tests Traffic Management Safety and Security
LOW-CARBON IPT PATHWAYS
Electrification of IPT fleets STAKEHOLDERS IMPACTED e-rickshaws (with Lead-acid batteries) TECHNOLOGY ALTERNATIVES e-rickshaws e-autos (with Li-ion (Battery swap batteries) technology) e-autos (BEV) Users Wont meet current IPT travel needs and city s terrain issues Wont meet current IPT travel needs Will be an effective replacement to current IPT Will be an effective replacement to current IPT Operators Multiple models available in market Limited range and vehicle life No permit requirement Limited models No battery and maintenance supply chain Limited market ready models High upfront investment High capital cost Limited market ready models Heavier vehicle compared to swap-based auto City Government Limited charging infra needs Difficultto regulate due to lack of permit needs Limited charging infra needs Difficultto regulate due to lack of permit needs Need investments in charging infra Relaxing permit regulations to allow fleet operators Integrated power and transport planning
Low-Carbon IPT: Thinking beyond e-rickshaws Operational requirements of IPT Parameter Point to Point Service Type of Service Shared Services Goods auto rickshaws Seating Capacity 4 6 NA* Loading Capacity NA NA 1 tonne Daily Mileage 100-120 km 150-200 km 100-150 km Hours of operation 10-12 hrs/ day 10-12 hrs/ day 10-12 hrs/ day E-rickshaws have a limited mobility application- to serve short trips Beyond a certain number they can hinder pedestrian and cyclist movements Need to operate in a regulated market IPT user trip lengths in Udaipur are long-require faster and more sturdy vehicles
Institutional arrangements for Low-Carbon IPT GOVERNING AGENCY ROLE OF AGENCY POLICY PLANNING REGULATION Traffic Safety Committee Relax number of permits for electric IPT Co-ordination across transport and power departments Create Public Transport Fund for Bus and electric IPT Udaipur Municipal Corporation Bulk procurements Industry engagement Low-interest financing Increase parking fee for 2-wheelers Create street infrastructure for IPT Financing within Smart Cities projects Road Transport Authority (RTA) Review number of IPT permits based on travel demand Allow fleet operators for electric IPT Lower permit fee for shift to EVs
Integrated Bus and IPT network planning Bus network to provide sub-urban connectivity Current plan- 21 routes for 37 buses Recommended- 6 routes Allocate 6-7 buses per route Minimum frequency of 4 buses per hour IPT network to be complementary to bus routes Reduce current 25 routes in consultation with the IPT operators, based on bus network Proposed IPT network map Proposed bus network map
IPT regulatory frameworks Current permit system is market driven Limited service in low-demand areas and off-peak hours UMC/ RTA need to re-visit permit regulations Provide incentives for low demand areas Source: UITP, 2018
Industry readiness for IPT electrification Current scenario Availability of vehicle models E-rickshaw models commercially available Majority of E-autos under certification 6 months before commercial model launch Price of models No specific detail Likely to be 50-75% higher than diesel/ CNG variants Need city level tenders to clarify costing Top 5 asks from the Government Facilitate low-cost financing Deploy charging infrastructure according to IPT needs Provide subsidy to vehicles Relax regulations on permits and fleet ownership of IPT Provide bulk-orders (more than 100 vehicles) for a 5-10% cost reduction Key barriers Good performance of traditional models No city-level incentives for electrification Financing costlier vehicles complicated Current financing at 20-36%
Action plan for 100% electrification of IPT in Udaipur Short term actions (3-6 months) Initiate procurement of 100 e-autos for Udaipur Co-ordinate actions on charging infrastructure deployment through PPP Integrated bus and IPT operations planning for efficient services and infrastructure utilisation Medium term actions (6 months-2 years) Create city-wide IPT charging infrastructure Initiate state level procurement of more than 500 e-autos for deployment across cities Ensure restriction on conventional vehicle permit restriction and encourage e-autos Establish Public Transport Fund for Udaipur to fund bus and electric IPT initiatives Long term actions (beyond 2 years) Create financing facility for e-autos to provide low cost loans to operators Corporatisation of IPT sector under the Udaipur Smart City Ltd. Establish Project Monitoring Unit to track progress on 100% electrification target of IPT and facilitate statutory and financial initiatives towards its implementation
A few remaining questions Can we go for Retrofits instead of new vehicles? Not recommended 80% vehicles less than 8 years old. Engine replacement happens after 4-5 years So age of retrofit will be approx. 3 years only Technology for retrofits likely to be similar to e-rickshaws, which are inferior to e- autos How can we finance e-autos when diesel or CNG autos cant get financed? Current loans for diesel/ CNG autos are between 20-36% interest rate High interests due to high rate of defaults on EMIs Need for better banking habits among operators advised by financiers How can the city Governments accelerate electric IPT? Recognise IPT as a formal mode of transport Facilitate bulk tenders and efficient financing models Corporatise IPT sector to bring operational efficiency and improved financing Prioritise electric auto permits over conventional vehicles
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