FEASIBILITY OF PARK AND RIDE SYSTEMS IN INDIAN CITIES
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FEASIBILITY OF PARK AND RIDE SYSTEMS IN INDIAN CITIES Jainal Shah (Research Associate) Associate Prof. Shalini Sinha Centre of Excellence in Urban Transport ( CoE-UT), CEPT University
Transcript of FEASIBILITY OF PARK AND RIDE SYSTEMS IN INDIAN CITIES
FEASIBILITY OF PARK AND RIDE SYSTEMSIN
INDIAN CITIES
Jainal Shah (Research Associate)Associate Prof. Shalini Sinha
Centre of Excellence inUrban Transport ( CoE-UT),CEPT University
S t r u c t u r e
1. Background
2. Introduction to park and ride
3. Data collection approach & Analysis
outcomes
4. Economic benefits of P&R System
5. Conclusion & Recommendations
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BACKGROUND
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Increasing use of private vehiclesand deteriorating use of PTjustifying the strong need toimprove condition by attractingpeople towards PT through strongintegration.
Need of The StudyINDIA:
Increasing Urban Population : 17% (1951) to 31% (2011) and expected to rise by 40% (2031)
Increase in Urban Population is 50% while increase in use of private vehicle is 400%. (1990-2004)
Share of public transport decreased from 11% (1951) to 1.1% (2001).
AHMEDABAD: Ahmedabad District Population: 5.3 million (2001) & 7.2 million (2011) &
A.M.C Population – 3.5 million (2001) : Serving 66% population of total district
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Source: Provisional Census, 2011
Source: Helcrow Private ltd., 2008
Source: Report on Indian Urban Infrastructure and Services, March 2011
Source: Comprehensive Development Plan (2006 – 2012), Ahmedabad
Vehicle % Category %
2W 72.91% PersonalVehicle 90.42%4W 12.50%
3W 5.01%MAV 4.45%
Freight 7.54%Truck 2.03%LCV 1.06%Bus 1.64%
Public Vehicle 2.05%Taxi 0.41%
Case of Ahmedabad BRTS Ahmedabad city is having Bus Rapid Transit system (BRT) which provides mobility to
the city population, but it can not provide door to door service as it needs longer
network & higher capital investment.
Accessibility is another part of transportation. It is very important for the success of PT. As
BRT can not provide door to door service there is a need of complementary service
which improves the accessibility and can help BRT to improve service.
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Research Objective To understand the applicability and acceptability of P&R facilities measures to be
taken for Indian cities.
To evaluate location criteria and catchment area for the case of BRTS, Ahmedabad.
To identify the efficiency of P&R facility for BRTS system.
To evaluate the social and financial benefits of P&R service.
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The research findings are based on one BRT stop and its surrounding area only.
Only daily commuter trips were captured during survey, irregular trips were
neglected.
The private mode users (two wheelers and four wheelers) were the target group for
the survey; other mode users were not captured during survey.
The research is focusing on the acceptability and applicability of park and ride
system, and no efforts were given to the physical design of the service.
The cost efficiency of different system is calculated based on the fuel prices during
the time of research, no efforts were done in direction of different fuel price.
Limitations of Research
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INTRODUCTION TO PARK AND RIDE
What is Park & Ride?Park and ride facilities are parking lots with connections to public transport that
allow commuters and other people to leave their vehicles and transfer to a public
transport system.
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Destination
Origin
PT RoutePT Stop
PT Stop
AccessTrip
Egress Tip
Park & RideFacility
Benefits of P&R: Opportunity to transfer from low occupancy to higher occupancy mode
Concentrating transit rider demand
Offering a convenient, safe meeting point and parking location
Reduce VKT and pollutant emissions
Shifting of parking away from CBD and other dense activity centers
Variables affecting theUse of P&R
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Location of P&R Lot : Upstream of congestion
Approximately no closer than 6.5 to 8 km from primary activity center
Cost of Travel: Travel and parking cost at destination Vs fare of public transport
Ratio of Auto Cost to Transit cost
Time of Travel: Time savings plays major role in shifting towards P&R
Service of adjacent transit corridor, express service to destination etc can affect the
travel time
Security: Formal service at P&R lot which provides security to vehicles
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DATA COLLECTION APPROACH & ANALYSIS
Data Collection
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Approach
Site Selection
Primary DataCollection
Secondary DataCollection
Socio-economicsand Demography
HH Survey &Willingness to shift
survey Average Income Trip Length Journey Time Working Hours Fuel Average Time of Travel Acceptance to P&R
• Free P&R• Express P&R• Paid P&R
% of private vehicle tripswho wants to shift on
P&R System, theireffective catchment area
& economic traveldistance
Data Collection
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Site Selection Criteria
Study area should have appropriate worker population density to get the sufficientridership.
Area should have such socio economic characteristics that trips have someprobability to shift from their private mode if park and ride is proposed.
Approximately no closer than 6.5 to 8 km from activity center.
It should be on upstream side of traffic congestion.
Worker Population Density
MIG Population Density LIG Population Density
Data Source: Center of Excellence in Urban Transport, CEPT University
Data Collection
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Location Selection
Distance from Major ActivityCenters
A
B
C
D
Data Collection
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Location Selection
Existing BRT RouteBRT Route under Cont.Proposed BRT RouteMajor RoadsBRT Stop
A – PralhadnagarB – ShashtrinagarC – Jai MangalD – Sola Cross Road
Selected asPnR Service
Location
Data CollectionZoning
Shastrinagar
0.5 km distance considered walkable.
Interval of 0.5km upto 3 km hasbeen taken to identified the zones.
Regular trips like work trip andeducational trips were consideredonly.
In each zone 40 to 45 samples weretaken.
Total sample size is 235HH.Willingness to shift(Free P&R, Paid P&R and Express P&R )
Existing BRT RouteBRT Route under Cont.Proposed BRT RouteBRT Stop
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SURVEY OUTCOMES
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Particular Value
Sample Size235 HH,
427 Samples
Mode Share2w: 78%;
4w: 22%
Average Trip Length2w: 6.55 km;
4w: 8.66km
Average Journey Speed 20 km/hr
Survey OutcomesData Characteristics
Survey OutcomesBRTS Capture Area
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Existing BRT Network – 48 kms Future BRT Network – 126 kms
16%
5% 8%
71%
48%
11% 13%
28%
0%
10%
20%
30%
40%
50%
60%
70%
80%
0.5 0.75 1 > 1
% T
rips
Egress Distance
ExistingCondition
FutureCondition
0.0%
5.0%
10.0%
15.0%
20.0%
25.0%
30.0%
35.0%
< 1 1 - 3 3 - 6 6 - 9 9 - 12 > 12
3%
24%
33%
14%
4%
1%
3%
24%
32%
14%
4%
1%2%
21%
27%
22%
6%
4%
% A
ccep
tanc
e
Income Range Free P&R Express P&R Paid P&R
Survey OutcomesIncome wise Population distribution
4%
32%37%
17%
7%1%
0%
10%
20%
30%
40%
< 1 1 - 3 3 - 6 6 - 9 9 - 12 > 12
% P
opul
atio
n
Income Range in lakhs/annum
Income wise Modal Share
100%
99%
65%
69%
21%
78%
1%
35%
31%
79%
100%
22%
0%10%20%30%40%50%60%70%80%90%
100%110%
< 1 1 - 3 3 - 6 6 - 9 9 - 12 > 12 Total
% P
opul
atio
n
Income Range in Lakhs/annum
4W
2 W
69% population is in therange of 1 lakhs to 6
lakhs
More Two wheeler users
Acceptance to Shift on P&R Service
Income Analysis
High willingness in samerange with higher
number of two wheelerusers
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Survey OutcomesTravel Characteristics
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0
10
20
30
40
50
60
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25
No.
of T
rips
Travel Distance in Km.
12%
22%
33% 34%
0%
5%
10%
15%
20%
25%
30%
35%
40%
0 - 2 2 - 4 4 - 7 > 7
% C
omm
uter
s
Travel Distance Range
% Commuters in Each range
Travel Distance Frequency Curve
0%10%20%30%40%50%60%70%80%90%
0 - 2 2 - 4 4 - 7 > 72%
21%
70% 84
%
2%
23%
72% 90
%
0% 0% 2%
22%
Acce
ptan
ce to
Shi
ft
Travel Distance Range Free PnR Express PnR Paid PnR
Travel Distance wise Acceptance level to shift
Acceptance to shift on P&R is high in the range of 4 – 7 & > 7 km travel distance, where totalnumber of commuters are 67%. So majority of people are in the group of high acceptance level.
67% Population travellingmore than 4 km
Higher willingness to shifton P&R in the same range
Survey OutcomesEconomics of Travel
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Cost Savings
-10%
0%
10%
20%
30%
40%
50%
60%
0 - 3
3 - 4
4 - 6
6 - 7
7 - 8
9 - 9
.5
9.5
- 11.
5
11.5
- 12
.5
12.5
- 16
.5
16.5
- 17
.5
17.5
- 19
.5
19.5
- 23
23 -
26
26 -
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% S
avin
gs in
Tra
vel
Travel Distance Range in Km
% Saving By PnR% Savings Expected
Journey Time
0
10
20
30
40
50
60
0 - 3
3 - 4
4 - 6
6 - 7
7 - 8
9 - 9
.5
9.5
- 11.
5
11.5
- 12
.5
12.5
- 16
.5
16.5
- 17
.5
17.5
- 19
.5
19.5
- 23
23 -
26
26 -
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BRTS Journey Time2W_Journey Time4W_Journey Time Travel distance more then 4
km is economical to shift onP&R service.
Travel distance less then 4 kmdoes not save money or time.
Survey OutcomesEffective Catchment Area
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North side of BRTS Route South side of BRTS Route
TravelDistance Range
2.5
-3 N
2-2
.5 N
1.5
-2 N
1-1
.5 N
0.5
-1 N
0.5
-1 S
1-1
.5 S
1.5
-2 S
2-2
.5 S
2.5
-3 S
Acceptance to Free P&R
% of totalSample willing to
shift1% 5% 7% 8% 7% 8% 8% 6% 4% 1%
Relative Value
15% Up to 1 km31% Up to 1.5 km44% Up to 2 km53% Up to 2.5 km
Acceptance to Express P&R
% of totalSample willing to
shift2% 6% 7% 8% 7% 8% 8% 6% 4% 1%
Relative Value
16% Up to 1 km32% Up to 1.5 km45% Up to 2 km
56% Up to 2.5 km
Survey OutcomesSummary
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Particular Value
Acceptance To PnR Service
Free PnR Service 58%
Express PnR Service 61%
Paid PnR Service 8%
Effective Catchment Area 2.5 km
Feasible Travel Distance >4 kilometres
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Economic BENEFITS OF PARK & RIDE SYSTEM
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Scenario Building
Scenario Building
Free P&R Paid P&RSubsidized P&R Paid P&R with
implementing Parkingcharges at destination
Social and Financial Benefits foreach scenario
Identifying the best suited scenario
Cost and Benefit analysis
Economic Benefits of P&R
Social Benefits:• Reduction in Fatal and Injury
Accidents• Reduction in CO2 level
Financial Benefits:• Revenue from Parking charge• Revenue from ticket fare
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Economic Benefits of P&RScenario 1 : Free P&R
0102030405060708090
0 - 3
3 - 4
4 - 6
6 - 7
7 - 8
9 - 9
.5
9.5
- 11.
5
11.5
- 12
.5
12.5
- 16
.5
16.5
- 17
.5
17.5
- 19
.5
19.5
- 23
23 -
26
26 -
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Cost
of T
rave
l
Travel Distance Range
Two Wheeler
Free P&R Cost Private Mode Cost
0255075
100125150175200225
0 - 3
3 - 4
4 - 6
6 - 7
7 - 8
9 - 9
.5
9.5
- 11.
5
11.5
- 12
.5
12.5
- 16
.5
16.5
- 17
.5
17.5
- 19
.5
19.5
- 23
23 -
26
26 -
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Cost
of T
rave
l
Travel Distance Range
Four Wheeler
Free P&R Cost Private Mode Cost
Scenario 2 : Paid P&R
0102030405060708090
0 - 3
3 - 4
4 - 6
6 - 7
7 - 8
9 - 9
.5
9.5
- 11.
5
11.5
- 12
.5
12.5
- 16
.5
16.5
- 17
.5
17.5
- 19
.5
19.5
- 23
23 -
26
26 -
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Cost
of T
rave
l
Travel Distance Range
Two Wheelr
Private Mode Cost Paid P&R Cost
0255075
100125150175200225
0 - 3
3 - 4
4 - 6
6 - 7
7 - 8
9 - 9
.5
9.5
- 11.
5
11.5
- 12
.5
12.5
- 16
.5
16.5
- 17
.5
17.5
- 19
.5
19.5
- 23
23 -
26
26 -
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Cost
of T
rave
l
Travel Distance Range
Four Wheeler
Private Mode Cost Paid P&R Cost
Total population shift : 22,684 per day
Total population shift : 12,230 per day
0255075
100125150175200225
0 - 3
3 - 4
4 - 6
6 - 7
7 - 8
9 - 9
.5
9.5
- 11.
5
11.5
- 12
.5
12.5
- 16
.5
16.5
- 17
.5
17.5
- 19
.5
19.5
- 23
23 -
26
26 -
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Cost
of T
rave
l
Travel Distance Range
Four Wheeler
Private Mode Cost 60% Subsidy Paid P&R Cost
0102030405060708090
0 - 3
3 - 4
4 - 6
6 - 7
7 - 8
9 - 9
.5
9.5
- 11.
5
11.5
- 12
.5
12.5
- 16
.5
16.5
- 17
.5
17.5
- 19
.5
19.5
- 23
23 -
26
26 -
28
Cost
of T
rave
l
Travel Distance Range
Two Wheelr
Private Mode Cost 60% Subsidy Paid P&R Cost
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Scenario 3 : Paid P&R(Subsidies by 60%) Economic Benefits of P&R
Total population shift : 20,779 per day
0255075
100125150175200225250
0 - 3
3 - 4
4 - 6
6 - 7
7 - 8
9 - 9
.5
9.5
- 11.
5
11.5
- 12
.5
12.5
- 16
.5
16.5
- 17
.5
17.5
- 19
.5
19.5
- 23
26 -
28
28 -
30.5
Cost
of T
rave
l
Travel Distance Range
Four Wheeler
4W Paid P&R Cost
0102030405060708090
100
0 - 3
3 - 4
4 - 6
6 - 7
7 - 8
9 - 9
.5
9.5
- 11.
5
11.5
- 12
.5
12.5
- 16
.5
16.5
- 17
.5
17.5
- 19
.5
19.5
- 23
23 -
26
26 -
28
Cost
of T
rave
l
Travel Distance Range
Two Wheelr
2W Paid P&R Cost
Scenario 4 : Paid P&R(Parking charge @ Dest.)
Total population shift : 22,684 per day
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Summary
Description Units FreeP&R
PaidP&R
60%Subsidyin Paid
P&R
ParkingCost at
Destination
Total Shift of people No./day 22684 12230 20779 22684
2W Users No./day 18723 8920 16817 18723
4W Users No./day 3961 3311 3962 3961
Reduction in no. of AccidentsS
avin
gsFatal No./Year 9 5 8 9
Injury No./Year 26 14 24 26
Reduction in CO2 Emissions lakh kg/Year 49 36 47 49
Revenue from BRTS Fare
Eco
nom
icB
enef
its Crore Rs./year 8.65 4.9 8 8.65
Revenue from Parking Crore Rs./year 0 3.93 6.19 6.63
Savings in Accidents Crore Rs./year 0.72 0.38 0.66 0.72
Savings in Emission Crore Rs./year 12.39 8.86 11.88 12.39
Total Financial Benefit Crore Rs./year 21.76 18.07 26.73 28.39
Economic Benefits of P&R
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Feasibility of P&RCost Benefit Analysis
Description Unit Relative Value
Approximately total commuters shift No 23000
Land Available Sq.m 16000
Total Area required for parking of vehicles Sq. m 151000
Total Construction required Sq.m 135000
Land Cost (Source: Jantri Rates) Rs/sq.m 18000
Unit Construction Cost Rs./sq.m 12000
Total Cost of Land Crore Rs. 28.8
Total Cost of Construction Crore Rs. 162.28
Total Cost of making service operational Crore Rs. 191.08
Operational Cost (assuming 5% of total cost) Crore Rs. 9.55
Construction Cost of P&R
If Social Benefits are considered If Social Benefits are notconsidered
Total Revenue Generated = 28.39 croreNet profit after O&M = 19.84 croreRecovery of Capital Cost = 10 years
Total Revenue Generated = 15.28 croreNet profit after O&M = 5.73 croreRecovery of Capital Cost = 33 years
Conclusions
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Park and Ride can help in providing access to the nearest public transport node
which helps in improving the traffic and transport condition at city level.
The factors to be taken into account for location identification are worker
population density, socio-economic characteristics, distance from CBD,
availability of existing public transport system, availability of land for providing
parking system etc.
The different scenarios like Free P&R, Paid P&R, Subsidized P&R and Paid P&R with
parking charges at destination for private vehicle users were developed to check
the efficiency of P&R system.
Evaluation of the Social and Financial feasibility of P&R service
Future Scope &Recommendation
31 Thank You…….
It is recommended to have some policy to apply parking charges for private vehicles
coming to major activity centers.
The research has been done at Shastrinagar BRT stop which is in urban area,
although it will be more feasible option on the peripheral area of Ahmedabad
where availability of land and its cost is not an issue.
It is recommended that BRT price should be reduced, once BRT is fully operational
so that it can attract more commuters to the system.
The alternative options like feeder system should also be considered and compared
with P&R system to be able to provide a more informed decision.
