A Case Study on Options to Improve Public Transport in Hyderabad

Transcription

1 A Case Study on Options to Improve Public Transport in Hyderabad Markus Sator Tanja Schäfer

2 Content 1 Introduction Case Study Activities Overview of Tasks Selection and Description of Planning Area Collection of Input Data Creation of Detailed Transportation Model for Study Area Calibration of Transportation Model Analysis of Public Transport Network Number of Service Trips Area Coverage by Public Transport Passenger Volumes Volume/Capacity-Ratio Isochrones Suggestions to Improve the Public Transport Network Existing Network Mid-Term Scenario: Network Restructuring Towards MRTS Implementation Mid-Term Scenario: Enhanced MMTS Integration Long-Term Scenario: MRTS phase 1 Impacts on Bus Network Impacts Short-Term Impacts - Existing Bus Network Mid-Term impacts - Preferential Bus System Long-Term impacts - MRTS integration Overall Impacts & Results Actors Role of Actors Contacts Bibliography Page 2/32 PTV AG Mar/13

3 Figures Fig. 1: Location map of study area (based on google maps) 7 Fig. 2: Public Transport 9 Fig. 3: Number of service trips per peak hour 11 Fig. 4: Area coverage (red: MMTS stop; green: metro express stop; brown: city ordinary stop) 12 Fig. 5: Passenger volumes per day 13 Fig. 6: Volume/capacity-ratio per day 14 Fig. 7: Isochrones referring to Nampally train station 15 Fig. 8: Suggestions to improve existing network 16 Fig. 9: Preferential bus transport system (box to the right) 17 Fig. 10: Area coverage by MMTS 18 Fig. 11: Area coverage by MRTS 19 Fig. 12: Fig. 13: Improvement of area coverage: (red: MMTS-stops, green: metro express stop, orange :city ordinary stop, blue: new stop) 20 Improvement of accessibility to Nampally train station (white: 5 min -> in 5 minutes steps up to over 45 min (grey) 21 Tables Tab. 1: Data requirements 8 Tab. 2: Network characteristics (values from the transportation model) 10 Tab. 3: Calibration of the transportation model 10 Tab. 4: Impacts mid-term scenario MMTS integration 18 Tab. 5: Impacts short-term scenario 22 Tab. 6: Impacts mid-term scenario 22 Tab. 7: Impacts long-term scenario 23 PTV AG Mar/13 Page 3/32

4 List of Abbreviations APSRTC Andrah Pradesh State Road Corporation CC Climate Change C0 2 Carbon Dioxide CTS Comprehensive Transport Study EP Evening Peak EPTRI Environment Protection Training and Research Institute Fig. Figure GHG Greenhouse Gas GHMC Greater Hyderabad Municipal Corporation GoAP Government of Andrah Pradesh GoI Government of India IPCC Intergovernmental Panel on Climate Change IPT Individual Private Traffic (Paratransit) h Hour(s) HGV Heavy Goods Vehicle HIS Household Interview Survey HMA Hyderabad Metropolitan Area HMDA Hyderabad Metropolitan Development Authority HMR Hyderabad Metro Rail HUDA Hyderabad Urban Development Authority km Kilometre(s) LGV Light Goods Vehicle m Meter(s) min Minute(s) MMTS Multi-Modal Transport System MP Morning Peak MRTS Mass Rapid Transit System Hyderabad Metro Rail see HMR MoUD Ministry of Urban Development NITW National Institute of Technology Warangal No. Number OECD Organisation for Economic Co-operation and Development PIK Potsdam Institute for Climate Impact Research PP Pilot Project PrT Private Transport PuT Public Transport RBE route-based equilibrium method ROW Right of Way s Second(s) STPT Strategic Transport Planning Tool SUV Sports Utility Vehicle TCM Turning Count Movements VOC Vehicle Operation Costs Page 4/32 PTV AG Mar/13

5 Introduction 1 Introduction Improvement of Public Transport, to reduce the growth of individual motorized traffic, is one of the highlighted measures when it comes to reduction of negative impacts of traffic and the improvement of the energy-efficiency of a transport system. Hence the National Urban Transport Policy of India and the Climate Change Action Plan likewise stress this measure (MoUD 2006, GoI without date). Which is right since the existence of an attractive public transport system is a prerequisite to keep people from using cars or motorcycles. But what the best public transport supply is, not only in service quality but also costs, to retain existing or even attract new customers is highly depending on framework conditions like urban developments, urban densities, regulatory conditions etc. Hence it is a difficult task to design an optimal public transport network especially under conditions of rapid growth and change as it is the case in Hyderabad. Currently the Public Transport System in Hyderabad is mainly bus based. One rail based system (MMTS) is in place and one more is in the beginning of its realization (MRTS). Nevertheless the future public transport system will still be highly depending on bus services to provide good quality. Therefore the aim of this case study is to set-up a user-friendly state-of-the-art-planning tool, which supports esp. the major public transport provider in Hyderabad - APSRTC: to identify potentials to improve its actual network (e.g. saving of bus operations by reduction of parallel services, identification of additional demand) but also, to design a bus network with regard to future urban development and future extensions of the metropolitan rail network (integration of bus services with MMTS and MRTS). The integration of assessment aspects into the planning tool does increase the usability of the tool, because planners can easily and quickly compare impacts of different options. For all even minor - modifications of the network (actual or strategic) implemented in the planning tool (model) crucial assessment figures, like revenues and operational costs per line and environmental impacts per line (e.g. CO 2 -Emissions) are provided. Hence the planners are able to respond quickly to changed framework conditions or scenarios. This case study is part of the pilot project Integration of energy-efficiency and climate change aspects into the strategic transport planning process by the means of a strategic transport planning tool (STPT). And this pilot project is again linked to the city-wide and multi-modal strategic transport planning process, which is currently under way in Hyderabad in the form of a Comprehensive Transport Study (CTS). Goal of the study is to evolve a long term strategic Transportation Plan for Hyderabad Metropolitan Area (HMA), by developing a transportation network and comprehensive mobility plan for all modes including pedestrians, cyclists and IPT to achieve convenient and cost effective accessibility to places of employment and education (see: PTV AG Mar/13 Page 5/32

6 The task to prepare this strategic Transportation Plan for HMA has been assigned to Hyderabad Metropolitan Development Authority (HMDA) and it is HMDA s mandated to plan and develop HMA in a balanced way. But the task is carried out in close collaboration with GHMC, HMR, APSRTC, Traffic Police and Government of India as major public stake holder in the transport sector. Accordingly second aim is to feed the information/insights achieved by the case study e.g. on impacts of different PuT-measures or effects different development scenarios will have on the bus based public transport into the strategic planning process. For this purpose the detailed planning results of the study need to be up-scaled and assessed on strategic level by the means the strategic transport planning tool (STPT) which is also being developed within the framework of the research project SUSTAINABLE HYDERABAD by PTV and its research partner NIT Warangal. 2 Case Study Activities 2.1 Overview of Tasks The general approach to implement the study comprised the following tasks, which are also described in detail in the following sections: Selection of planning area together with APSRTC and NITW Data collection: For the detailed modeling of the planning area, within the existing strategic transport model 1, a wide range of data is required: e.g. Stop points (number, name, coordinates), line routes (exact routing, all served stop points, time table, scheduled run time (peak and off-peak)). Data that could not be provided by APSRTC were collected by NITW. Creation of the detailed base bus network model for the planning area: Within the planning area the bus network and the transfer points between bus routes and MMTS will be integrated in detail. Furthermore the Public Transport demand matrix will be calibrated by means of available data referring to mode share, number of passengers, occupancy ratio and mean travel distances. Development of different network options to optimise the network: Iterative process based on basic model-information or output. For example socioeconomic data (number of inhabitants, employees or the density per zone) can be helpful to identify new customer potentials. Analysis and assessment of the different options Recommendations for network improvement Definition of relevant parameters for up-scaling of results (e.g. optimization of supply, improvement of cost-efficiency) from the planning area on strategic and city level. 1 In earlier works of the research project a strategic multi-modal transport model has been set-up, based on secondary data originating from earlier studies in Hyderabad (Environment Protection Training and Research Institute (2005)). This model is described in detail in Schäfer, Tanja et. al 2010b. Page 6/32 PTV AG Mar/13

7 Case Study Activities 2.2 Selection and Description of Planning Area In consultation with APSRTC and Prof CSRK Prasad (NIT Warangal, Transportation Division) an appropriate planning area was selected. Main criterion regarding the definition of the planning area was that the majority of the bus routes within this area starts and ends in it. Consequently several depots have to be within the planning area. The bold blue line in Fig. 1 shows the planning area for this case study. Fig. 1: Location map of study area (based on google maps) The planning area is situated in the centre of Hyderabad, between Hussain Sagar Lake in the north and Musi River in the south. It has a size of roughly 21 sqkm, which is almost 1/4th of the APSRTC services zone Greater Hyderabad. Three bus depots: Mehdipatnam, Barkatpura and Musheerabad are located in the planning area and three MMTS stops: Kacheguda, Lakdikapool, Nampally. Furthermore national highway NH-7, NH-9, and NH- 202 are passing through the planning area. 2.3 Collection of Input Data In order to build up the transportation model various input data had to be collected. Most of the data was provided by APSRTC or found in the internet. Nevertheless exact information on stops points (geo-coordinates) and line routes were not available therefore an assistant from NIT Warangal had to carry out an appropriate survey. Furthermore some of the data needed to calibrate the transportation model was not available at the time of the study. As these data, can only be provided by comprehensive PTV AG Mar/13 Page 7/32

8 household-interviews and passenger surveys, which are being done currently by the CTS but not available at the moment, it was neither feasible nor necessary to collect these data within the framework of this study. This does limit the usability of the tool to some extend at the moment, but these limitations can be overcome easily after the results from the CTS are available. Necessary input data, their purpose and current status of availability is listed in the following table. Required input data (optimal) Purpose Availability Source Bus depots and capacity Line blocking available APSRTC Stops (coordinates) Integrating exact stop locations available Survey carried out by NITW assistant Line route courses Integrating exact line routing partly available Internet and survey ( busroutes.com) Scheduled run times Calculation of travel times and available APSRTC line blocking Real run times Analysis of travel times not available - Time tables Calculation of number of service available APSRTC trips / headway Passengers' origin and destination Calibration of demand matrix not available - demand data Boarding and alighting numbers Calibration of demand matrix not available - per stop point Number of passengers per line Calibration of assignment not available - route Revenues per line route Calibration of assignment partly available APSRTC (only bus depot Mehdipatnam) Number of sold tickets per line Calibration of assignment not available - and ticket type Bus fleet Comparison with model values available APSRTC Cost rates Calculation of costs available APSRTC Ticket types and fares Calculation of revenues available APSRTC Tab. 1: Data requirements 2.4 Creation of Detailed Transportation Model for Study Area Base for the study was the strategic multi-modal transportation model for the Hyderabad Metropolitan Development Area (erstwhile HMDA) that has been set-up earlier in the research project (Schäfer, Tanja et.al. 2010b). Meaning that the detailed modeling e.g. of the public transport supply, was only implemented for the planning area, whereas the rest of the model stayed in the original strategic design. The integration of the study area into the strategic multi-modal transport model facilitates the up-scaling of the results to a multimodal and strategic level. Page 8/32 PTV AG Mar/13

9 Case Study Activities According to the chosen approach line routes, that needed to be integrated into the model, were modeled with all served stops within the planning area and only with the most important stops outside of the planning area. Furthermore each line route had to be connected to the network with at least one stop point per zone. The following steps have been taken in order to create the detailed transportation model for the planning area: Public transport supply Network Integrating 53 stop points from the survey into the model Integrating 24 bus depots into the model Rerouting 143 already existing line routes Integrating 70 missing line routes Specifying run times: standard bus 20 km/h, metro express bus 30 km/h Creating time table / headway Revision of connectors between zones and stop points Public transport demand Four-step demand model including (a) trip generation, (b) trip distribution, (c) mode share, and (d) assignment PuT and PrT using parameters from the already existing transportation model Distance based fare model Fig. 2: Public Transport PTV AG Mar/13 Page 9/32

10 The following table shows the characteristics of the network, respectively the planning area. Within the planning area approximately 90 % of the total supply has been integrated. Network characteristic Entire network Planning area Area size (km 2 ) 1, Zones Population (Mio.) PuT demand 2 (Mio.) PuT mode share 40 % 40 % Bus depots 24 3 Bus stops MMTS stops 31 3 Bus line routes Bus route length (km) Bus service trips per day 22,600 15,300 Bus service trips per peak hour 2,700 1,250 Bus service kilometers per day 387,000 73,000 Bus service kilometers per peak hour 25,000 5,000 Tab. 2: Network characteristics (values from the transportation model) 2.5 Calibration of Transportation Model In order to calibrate the transportation model, network characteristics regarding supply and demand have been compared with data supplied by APSRTC. Network characteristic Transportation model APSRTC value Mode share 40 % 40 % Number of passengers 3.3 Mio. 3.3 Mio. Mean ride distance [km] 10.0 approx Mean occupancy ratio 75 % 68 % Tab. 3: Comments: Calibration of the transportation model The mean ride distance derived from APSRTC ticket purchase is 7.0 kilometer. This information does not refer to origin/destination but to boarding/alighting. The value transferred to origin/destination by considering transferring passengers would be approximately 10 kilometers. The mean occupancy ratio refers to the seating capacity. Reason for the difference in occupancy ratio from the transport model base scenario to APSRTC value is due to the fact that not 100% of the supply in study area is covered but merely 97%. 2 Estimated internal traffic per zone: 3,000 passengers Page 10/32 PTV AG Mar/13

11 Case Study Activities 2.6 Analysis of Public Transport Network Network analysis is carried out, in order to discover deficiencies such as inadequate access to public transport or inefficient operation of public transport. Accordingly several parameters, described below, have been assessed using various graphical options, the PTV Vision package offers Number of Service Trips Figure 3 shows the number of service trips per peak hour operated within the planning area. Based on this, two major corridors, where almost all line routes pass through can easily be distinguished: Lakadikapool to Koti and Narayanaguda to Afzalgunj. Available passenger data shows that most passengers travel along these corridors (see also chapter 2.6.2). This is the reason why Phase 1 of the MRTS will be constructed along theses corridors as well. Hence the actual bus network operated by APSRTC fits very well to the passengers needs. Nevertheless the figure also shows that each hour 280 vehicles pass the bus stop Abids in both directions; that is one bus every 25 seconds (see orange circle in Fig. 3). Such an amount of busses obviously puts stress on the traffic conditions of the corridors, contributing to traffic jams and heavy delays for both public and private transport. And in contrast to the high level of services on the main corridors of the planning area there are other areas and corridors which have no bus service at all (for example Sitaram- Bagh-Dhoolpet Road). Fig. 3: Number of service trips per peak hour PTV AG Mar/13 Page 11/32

12 2.6.2 Area Coverage by Public Transport Appropriate walking distances to public transport stops are a main indicator for accessibility. Fig. 4 reveals to what extent, the planning area is covered by public transport stops within accepted walking distance (coverage). In general passengers are more likely poised to walk longer distances when accessing high-level-transport system stops (e.g. railbased). The applied values correspond to international standard. Hence the circles around the stops indicate the accepted walking distance for different PuT services (catchment area). Orange circles represent city ordinary bus stops with a radius of 300 meters meaning a maximum linear walking distance of 300 meters -, green circles represent metro express bus stops with a radius of 400 meters, and red circles correspond to MMTS stops with a radius of 800 meters. The analysis shows clearly that there are several areas within the planning area which are not served by public transport. While some of them cannot be accessed by busses due to insufficient road infrastructure (for example Dattatreya Nagar) here auto rickshaw play an important role within an integrated public transport network; others could be served by installing additional stops and therewith the coverage could be improved. Fig. 4: Area coverage (red: MMTS stop; green: metro express stop; brown: city ordinary stop) Page 12/32 PTV AG Mar/13

13 Case Study Activities Passenger Volumes As already mentioned earlier, the analysis of passenger flows shows a great consistency with the public transport supply. Same corridors as in the service trip-analysis have the highest values (see Fig. 5 below and chapter 2.6.1). But the analysis shows additionally numerous passengers originate in Mallepalli and head towards Abids. Fig. 5: Passenger volumes per day Volume/Capacity-Ratio Volume/capacity-ratio is generally used to assess the transportation quality - from the passenger s point of view - and the operation s efficiency - from the operator s point of view. According to Fig. 6 some corridors exist with v/c-ratios below 20 % and others with v/cratios higher than 80 %. This might be an indication that the former is served by too many service trips; and that the latter might need additional service trips. However, this interpretation is limited at the moment due to partial lack of necessary demand data and the size of the traffic zones (see chapter 2.3). But this interpretation can be ratified and improved with the support of APSRCT in further working steps and with survey data from CTS, when they are available. PTV AG Mar/13 Page 13/32

14 Fig. 6: Volume/capacity-ratio per day Isochrones Isochrones represent the travel times (in minutes) referring to certain important points of the network and therefore help to analyse which areas are not sufficiently served by public transport respectively not well connected to certain points in the network. Underlying run times in this study are calculated based on average speed values given by APSRTC: city ordinary and suburban bus: 20 km/h, metro express bus: 30 km/h. Isochrones referring to Nampally train station are analysed below, exemplarily: Besides Secunderabad and Katchiguda station, Nampally train station is Hyderabad s access point to long distance travelling. Therefore it should be possible to be reached from neighbouring quarters in reasonable travel times and without transfer. Fig. 7 shows that two areas within the planning area are without direct connection to Nampally train station: Dhoolpet road and Himayath Nagar. Furthermore relatively long travel times occur for passengers originating from Nampally eastbound (Tilak road) and westbound (Malepally). While the connection of Dhoolpet road and Himayath Nagar to Nampally train station, could be improved by implementing a new line route or rerouting an existing one, the east and westbound routes can t be improved by means of public transport planning. This is due to the fact that there is no direct road connection on a major road between Malepally and Nampally. Furthermore: Nampally road being a one-way street gets in the way of offering a faster route eastbound. Page 14/32 PTV AG Mar/13

15 Case Study Activities Fig. 7: Isochrones referring to Nampally train station 2.7 Suggestions to Improve the Public Transport Network The following suggestions are worked out under the above described data- and subsequently model limitations and have therefore also limitations. Given the fact that the main aim of this study is to set-up a user-friendly planning tool, which supports APSRTC to react easily to changing framework-conditions in Hyderabad like future urban development and future extensions of the metropolitan rail network, this is acceptable. With this study the main part of the tool has been developed and the fact that suggestions (even limited) could be worked out shows that tool and methodology is suitable. On top of that, the limitations can be overcome quite easily with some more local know-how and input from APSTRC and the data from the CTS Existing Network Based on the network analysis, the following network modifications are suggested, implemented in the model and assessed (see chapter 3.1): additional bus stops for better accessibility, rerouting of one line route (route 94R) ending at Nampally train station for an improved accessibility to Nampally train station, PTV AG Mar/13 Page 15/32

16 creation of one new line route connecting Nampally and Kachiguda train stations via Himayath Nagar road (30 minutes headway, 6 kilometer distance, 18 minutes run time). Approximate position of new bus stops - represented as blue circles and the proposed new line routes (green line) is shown in Fig. 8 below. Fig. 8: Suggestions to improve existing network Mid-Term Scenario: Network Restructuring Towards MRTS Implementation According to recommendations of MoUD 2008, existing busses or paratransit should serve as feeders when Mass Rapid Transit Systems are introduced to a city. In a couple of years phase 1 of Hyderabad s MRTS network will be implemented. So following the recommendations of MoUD the bus network should be completely restructured towards a system of feeder line routes aligned to MRTS stops by then. In anticipation of the necessary network transformation it is suggested to start already now with a restructuring of the bus network and implementation of a kind of preferential roadbased transport system with dedicated bus lanes along the future MRTS-corridors. The analysis revealed, currently a huge amount of bus trips serve exactly the future MRTS-corridors. By defining two main corridors served with distinct line routes on dedicated lanes, high-capacity vehicles (for example BRT) and terminal stops/transfer points at both ends of the corridors, several line routes that are passing through these corridors can Page 16/32 PTV AG Mar/13

17 Case Study Activities be shortened. Meaning that the lines don t serve these corridors anymore and the passengers have to transfer to the high-capacity lines at the dedicated transfer stops as it will be the case when MRTS is introduced. With this measure the number of service trips on these corridors could be clearly reduced. Thus traffic conditions improve, travel times of both private and public transport decline and operating costs fall. These preferential bus routes are displayed in the bottom right box of Fig. 9. The transfer points are highlighted with red borders. Fig. 9: Preferential bus transport system (box to the right) The following line routes are suggested for the preferential bus transport system: Line route Length Headway Headway peak off peak Lakadikapool - Afzalgunj 5.5 km 10 min 5 min Lakadikapool - Malakpet 5.5 km 10 min 5 min Naranyanaguda - Afzalgunj 3.8 km 10 min 5 min Naranyanaguda - Malakpet 3.8 km 10 min 5 min Tab 4: Line Route Details The overlapping line routes result in peak-hour headway of 2.5 minutes (5 minutes offpeak) on the analysed corridors. Using high-capacity vehicles (total capacity of about 170) the total capacity is approximately the same as in the current network (basis scenario), although the number of service trips has been reduced. Beside the advantages in terms of traffic conditions and cost savings, installing main corridors makes the public transports network clearer and more understandable from the passenger s point of view. PTV AG Mar/13 Page 17/32

18 2.7.3 Mid-Term Scenario: Enhanced MMTS Integration As the strategic transport planning process in Hyderabad aims at a better integration of all public transport creating a scenario with enhanced integration of bus service and MMTS is another suitable mid-term scenario or stage of transformation towards the full integration (Bus, MMTS and MRTS). Currently the MMTS-service has on average two trips per hour - only. To create the MMTS mid-term scenario the frequency of the MMTS line routes has been increased to six trips per hour. Additionally bus line routes have been adjusted to facilitate transferring between bus and MMTS. By this, the proposed main corridor Afzalgunj Narayanaguda, has been prolonged to Vidyanagar MMTS station. However model results in Tab. 4 below show that, enhancing the MMTS does hardly influence passengers travelling behaviour in the planning area. Only few passengers shift from bus to MMTS and therefore the potential or need to reduce or modify bus services for a better integration is only limited in the selected planning area. Passenger kilometer per day MMTS scenario Planning scenario Difference absolute Difference in percentage Bus 2,550,000 2,560,000-10, % MMTS 91,000 66, , % Sum 2,641,000 2,626, , % Service kilometer per day MMTS scenario Planning scenario Difference absolute Difference in percentage MMTS 2, , % Tab. 4: Impacts mid-term scenario MMTS integration Fig. 10 below explains why MMTS plays a minor role in Hyderabad s inner-urban transportation. Fig. 10: Area coverage by MMTS Page 18/32 PTV AG Mar/13

19 Case Study Activities As can be seen, the MMTS stations cover only a small part of the total area and there is not even a continuous corridor within the planning area: the southbound line ends in Nampally railway station. Nevertheless there will be higher potentials or need for integration with MMTS in other parts of Hyderabad and with phase II of MMTS. And the tool can be used adequately at these locations to identify these potentials Long-Term Scenario: MRTS phase 1 Impacts on Bus Network By the time MRTS lines are implemented APSRTC will have to restructure Hyderabad s bus network towards a feeder line system with routes aligned to MRTS but also MMTS stops (fully integrated public transport system). At this stage many line routes at the main corridors can be cancelled or shortened, to avoid parallel bus line routes to MRTS. In favour of that, the frequency of feeder line routes can be increased. Fig. 11: Area coverage by MRTS PTV AG Mar/13 Page 19/32

20 3 Impacts This chapter firstly describes the impacts directly connected with the suggested measures. At the end more general results of the study will be named. For the results related to the suggested measures same framework conditions apply as explained in chapter Short-Term Impacts - Existing Bus Network As short-term measures it has been suggested to implement additional stops, to reroute an existing line route, and to create a new line route. Thus the accessibility to public transport in general (see Fig. 12) and to Nampally train station (see Fig. 13) in particular can be improved. Approximately 40,000 people would have better access to public transport with shorter walking distances to stops and another 50,000 people would get a direct connection to Nampally train station. Fig. 12: Improvement of area coverage: (red: MMTS-stops, green: metro express stop, orange: city ordinary stop, blue: new stop) Page 20/32 PTV AG Mar/13

21 Impacts Fig. 13: Improvement of accessibility to Nampally train station (white: 5 min -> in 5 minutes steps up to over 45 min (grey) Besides the maintenance costs of the new stops there will be additional operating costs when implementing the new line route. Assuming a frequency of 30 minutes the line route can be operated with one vehicle and additional 119,000 Service-km per year. The direct effect of this additional service would be negative as additional km cause additional fuel consumption and subsequently GHG-emissions and air pollution. Based on first information given by APSRTC regarding the distribution of Euro Norm Standards of the bus fleet of Greater Hyderabad Zone (Euro 0/~19 %, Euro 1/~11 %, Euro 2 /~34 %, Euro 3/~34 % and Euro 4/~2 %, CNG/ no information), the age-wise distribution of service-km and relevant emission factors from the European Handbook Emission Factors for Road Transport (Keller et al 2010) the first rough calculation of CO 2 -emisions for this direct effect was carried out. This first calculation shows an increase of approx. 109 Tonnes of CO 2 per year. The general approach to calculate transport emissions is described in detail in the manual for the assessment procedure (module two of the STPT) which will be available soon. PTV AG Mar/13 Page 21/32

22 Besides the fact that this is only the first rough estimation of the direct effect, this approach so far does not take into account further modernization of the fleet, which has potential to reduce the additional emissions by the new line route. For example APSRTC is currently introducing CNG busses, but information to what extend and for what products were not available so far and therefore could not be integrated in this first calculation, but this will be done in the next working steps. What is more important: the positive effect by modal shift from energy-inefficient motorized private transport (2-wheeler, 3-wheeler and cars) to the new bus service due to the better service is not taken into account at this work stage. This will also be done in the next step when on the one hand the results from the study on planning area level will be up-scaled to city level in order to better address the modal shift effects. And on the other hand the tools will be further enhanced according to new information and know-how. Only then it will be possible to estimate/asses the full effect of this measure, which will be more positive. Therefore these first estimates can be looked at bottom-line or minimum potentials for improvement. Single distance of new line route Service trips per day one way Operating kilometers per year 6.0 Km ,000 ~110 Tab. 5: Impacts short-term scenario GHG-Emissions per year [t] -only direct effect 3.2 Mid-Term impacts - Preferential Bus System When restructuring the bus network by implementing main corridors with dedicated bus lanes and cutting the existing line routes at terminals of the preferential bus system, APSRTC can reduce costs as far as number of vehicles, operating kilometers and driver hours are concerned. According to the transportation model operating kilometers can be reduced by more than 16,000 per day. The number of ordinary bus vehicles declines by 47, while 16 new articulated busses would be needed additionally. Overall this will result in a reduction of direct emissions (see table below) and savings in operation costs, which are not displayed here because costs are treated as confidential information. Analogous to the emission calculation in the above scenario the calculation only reflects the direct effects of the bus service. For the full picture it will likewise be necessary to take mode-shift effects into account, which will be done in the next work step. Difference: Basis scenario scenario preferential bus system City ordinary, suburban, metro express Operating kilometers per day Number of vehicles - 22, ~-15,5 Articulated + 5, ~ +6,7 Sum - 16, ~ - 8,8 Tab. 6: Impacts mid-term scenario GHG-Emissions per day [t] -only direct effect Besides the advantages of cost savings and emission reductions there are also benefits for the passengers. By implementing dedicated lanes travel speed can be clearly in- Page 22/32 PTV AG Mar/13

23 Impacts creased. On the other hand more passengers will have to transfer between line routes to reach their destination. However, according to experience passenger are poised to transfer if switching to a higher-level transport system (fast, modern, good reputation). 3.3 Long-Term impacts - MRTS integration The catchment of MRTS stops is larger than that of bus stops: 800 meters. Thus even more line routes can be cut or cancelled than in the mid-term scenario. According to the transportation model operating kilometers can be reduced by more than 33,500 km per day. The number of vehicles declines by 112. In total more than twice the savings in operation costs per year than in the mid-term scenario can be realized and also GHG-emissions reduced. Here again the emission calculation so far only reflects on the direct impacts of the busoperation, without taking modal shift into account which will occur by introducing MRTS or the emissions caused by the new rail based service. To get the full emission -picture for the transport system, it is necessary to take also the emissions of other public transport services into account, like MRTS and MMTS. Again this will be done in the next working step: up-scaling to strategic level and city-wide level as this was not within the scope of this study. Difference Basis scenario scenario MRTS integration City ordinary, suburban, metro express Tab. 7: Impacts long-term scenario Operating kilometers per day Number of vehicles - 33, ~-23,00 GHG-Emissions per day -only direct effect 3.4 Overall Impacts & Results The ultimate aim of the research activity was to set-up a state-of-the-art-tool which enables esp. the major public transport provider in Hyderabad (APSRTC) to identify potentials to improve its actual network but also to design a bus network with regard to future urban development and future extensions of the metropolitan rail network. As Hyderabad is a very fast growing city a continuous monitoring and planning process is vital to ensure a sustainable development of the network. As operator of the bus network APSRTC must respond to developments such as the upcoming MRTS network. Only an integrated public transport system combining MRTS, MMTS and bus ensures a high public transport mode share. Besides the direct results of the study, described in the chapters above, the following general results can be stated briefly: Set-up and application of tool helped to identify first options to optimize and restructure network for future developments and esp. integration of different public transport services. Set-up and application of tool also helped to identify further data requirements: esp. missing accurate and actual demand data. So far causing some restrictions in using PTV AG Mar/13 Page 23/32

24 and interpreting parts of the results. But these limitations can be overcome when respective data are available from the ongoing CTS. Methodology for set-up of tool allows for easy up-dating of necessary data (demand matrices, structural data etc.) as well as transfer to intercity operations, other Indian cities and to other emerging or developing countries. Research activity helped to build capacities regarding tool-supported public transport planning and measures to optimize networks as well as on importance and potentials of PuT and non-motorized modes for an energy-efficient transport system. More general the application of the developed tool allows the planners to forecast and compare: Ecological impacts (e.g. reduced fuel consumption, GHG-emissions and air pollution); economic impacts (e.g. operating-km, operating-times, number of vehicles in use, costs for service provision) and social impacts (e.g. area coverage/accessibility) for different network options. Thus by using the tool the planners are able to improve the bus network in a way that public transport mode share and network efficiency increases which reduces emissions and likewise operating costs. Furthermore accessibility can be improved, meaning that people get better access to public transport and don t depend on private transport means. This enables them to participate in social and cultural life. This relates to the improvement of existing networks under unchanged framework conditions but also to network adaptations due to changed framework conditions e.g. by rapid growth and expansion of the city or introduction of new public transport systems. So overall the methodology and tool provides ex ante additional information and quantification of impacts related to the design of a future-proofed comprehensive transport system. In the long-term results of the measure (methodologies, know-how and tool) will enable service providers (esp. APSRTC) to develop themselves sustainable and integrative operative but also strategic public transport plans in an efficient manner. It is also expected that cross-institutional cooperation and coordination with other service providers will be enhanced, as the tool is also designed and set-up to take other public transport modes and even private transport into account. Page 24/32 PTV AG Mar/13

25 Actors 4 Actors 4.1 Role of Actors Following a short description of the key actors involved in this case study as well as their role in implementing the study. Names and contacts of involved persons are listed in the next chapter National Institute of Technology Warangal (NITW) Key research partner on Indian side for this study is the Transportation Division of the Department of Civil Engineering at NIT Warangal. This division is also Centre for Urban Transportation Studies (CUTS) A Centre of Excellence in Urban Transport, sponsored by the Ministry of Urban Development in Delhi. The role of NITW, namely Prof. CSRK Prasad, is to guide, coordinate and monitor the local activities related with the study, esp. selection of planning area, integration of planning bodies, organisation of meetings and capacity building workshops, supervision of data collection and supervision of assistants from NITW, who are engaged in the implementation of the research activities. Regarding the wider context of the study (see chapter 1), Prof. Prasad will also give his expert input to the enhancement of the STPT, up-scaling of the study results to strategic and city-level, the necessary adjustments of the STPT and the city-wide recommendations PTV AG Key research partner on German side is the department Research Sustainable Transport of PTV AG. As developer of the software and tools in use in the case study and PP (strategic transport planning tool based on VISUM-software) PTV is guiding and supporting all activities carried out by NIT Warangal (data collection, modeling, development of options, assessment of options etc.). Additionally PTV is contributing necessary know-how to the capacity building workshops and trainings related to the implementation of the tool. Regarding the wider context of the study, PTV will take lead in the enhancement and adjustment of the strategic transport planning tool and the up-scaling of the study results to strategic and city-level. In this PTV will be supported by NITW and APSRTC with local know-how Andrah Pradesh State Road Transport State Corporation (APSRTC) APSRTC is the main provider of Public Transport to the urban commuters and responsible for bus route network planning and service operation. APSRTC is playing a very important role in the study in defining their requirements for the planning tool, selection of the planning area, provision of input-data and other know-how to set-up the tool and subsequently/ultimately test and implementation of the tool. PTV AG Mar/13 Page 25/32

26 4.2 Contacts No. Name of the Actor (Acronym) 1. Andrah Pradesh State Road Transport Corporation (APSRTC) 2. Andrah Pradesh State Road Transport Corporation (APSRTC) 3. Andrah Pradesh State Road Transport Corporation (APSRTC) 4. Andrah Pradesh State Road Transport Corporation (APSRTC) 5. Andrah Pradesh State Road Transport Corporation (APSRTC 6. National Institute of Technology Warangal (NITW) Address Bus Bhavan (Headquarter), Mushirabad Hyderabad Andhra Pradesh, India Mahatma Gandhi Bus Station, Hyderabad , Andhra Pradesh, India Jubilee Bus Stand, Secunderabad Hyderabad Andhra Pradesh, India Jubilee Bus Stand, Secunderabad Hyderabad Andhra Pradesh, India Mehdipatnam Bus Depot, Hyderabad Andhra Pradesh, India NIT Warangal Warangal, Andhra Pradesh, India Contact Sri A. K. Khan, I.P.S, IPS; Vice Chairman & Managing Director, A. Koteswara Rao, Executive Director (GHZ & HZ), Mrs. Vijaya Laxmi, Deputy General Manager / Schedule Tel: B. Venkateswarlu, Assistant Manager (Traffic), O/O The Deputy Chief Traffic Manager (Schedules), APSRTC,GHZ Mohammed Amjad Ali Khan, Depot Manager Prof. CSRK Prasad Professor and Head of Transportation Division; Department of Civil Engineering; [email protected] 7. National Institute of Technology Warangal (NITW) Erstwhile NIT Warangal, Andhra Pradesh, India Now: Associate (Transport Engineer), Innovative Transport Solutions (itrans) Pvt. Ltd., New Delhi PTV AG Haid-und-Neu-Straße Karlsruhe Mr. Jayatheja Addanki [email protected] Mrs. Tanja Schäfer Director [email protected] 9. Consultant / erstwhile PTV - Mr. Markus Sator Public Transport Planner [email protected] Page 26/32 PTV AG Mar/13

27 Bibliography 5 Bibliography Environment Protection Training and Research Institute (2005): Integrated Environmental Strategies (IES), Study for City of Hyderabad, Hyderabad Government of Andhra Pradesh / Andhra Pradesh Urban Infrastructure Development and Financing Corporation (2006): Hyderabad City Development Plan, Jawaharlal Nehru National Urban Renewal Mission, submitted to Ministry of Urban Development, Government of India, Hyderabad Keller et al. (2010): Handbook emission factors for road transport (version 3.1), Bern: 2010 International Council on Clean Transportation (ICCT) (2009): CNG Bus Emissions Roadmap: from Euro III to Euro VI Jayatheja Addanki (2012): Optimisation of Hyderabad Bus Network using VISUM, Dissertation work submitted to the Department of Civil Engineering of National Institute of Technology, Warangal (A.P.) Government of India/GoI (without date): National Action Plan on Climate Change, Prime Minister s Council on Climate Change, New Delhi Ministry of Urban Development/MoUD (2006): National Urban Transport Policy, New Delhi Ministry of Urban Development/MoUD (2008): Guidelines and Toolkits for Urban Transport Development in Medium Sized Cities in India. Module 1: Comprehensive Mobility Plans (CMPs): Preparation Toolkit, August 2008, Tokyo, Japan Schäfer, Tanja (2010a): Background Study on Approaches for Assessing the Impacts of Transport Strategies, Module 1 of the strategic planning tool for sustainable Hyderabad, Analysis and Action for Sustainable Development of Hyderabad, Work Package 3.2.B PTV Sustainable Transport Planning, Berlin Schäfer, Tanja; Kern, Georg; Sator, Markus (2010b): Background Study on the Strategic Transport Model for HYD, Module 2 of the strategic planning tool for sustainable Hyderabad, Analysis and Action for Sustainable Development of Hyderabad, Work Package 3.2.B PTV Sustainable Transport Planning, Berlin PTV AG Mar/13 Page 27/32

28

29

30

31

32