Development of Inter State Bus Terminal (ISBT),...

February 2017

Submitted by:

July 2016

Development of Inter State Bus

Terminal (ISBT), Dhanbad

Project Information Memorandum

Jharkhand Urban Infrastructure Development Company (JUIDCO) Limited

Development of Inter State Bus Terminal in Dhanbad Project Information Memorandum

1

Table of Contents 1. INTRODUCTION ........................................................................................................................... 3

1.1. BACKGROUND ................................................................................................................................. 3 1.2. BUS TERMINAL AT DHANBAD ............................................................................................................ 3 1.3. RATIONALE FOR DEVELOPMENT OF NEW ISBT & SITE DESCRIPTION .................................................. 3

2. SITE APPRECIATION .................................................................................................................. 4 2.1. RATIONALE FOR DEVELOPMENT OF NEW ISBT .................................................................................. 4 2.2. ISBT SITE DESCRIPTION .................................................................................................................. 4

2.2.1. Proposed ISBT Site Location ........................................................................................ 4 3. TRAFFIC SURVEY, ANALYSIS & PROJECTIONS .................................................................... 6 4. ISBT DESIGN CONSIDERATIONS.............................................................................................. 8 5. ISBT COMPONENTS ................................................................................................................... 8 6. DETAILED DESIGN STANDARDS & NORMS FOLLOWED .................................................... 11 7. PROJECT COST ESTIMATION & DETAILED BOQ ................................................................. 11 8. FINANCIAL ANALYSIS AND PROJECT VALUATION METHODS & IMPLEMENTATION

STRATEGY ................................................................................................................................................. 11

Redevelopment of 7 Bus Terminals of

GSRTC on PPP - Navsari

Draft Feasibility Report

December 2014


2

Disclaimer

The information contained in this Project Information Memorandum (“PIM”) document or

subsequently provided to Bidder/s, whether verbally or in documentary form by or on behalf of

the Jharkhand Urban Infrastructure Development Company (JUIDCO) Limited or any of their

employees or advisors, is provided to Bidder/s is provided to assist the Bidders in the

formulation of their Proposals. The PIM does not purport to contain all the information each

Bidder may require. This PIM may not be appropriate for all persons, and it is not possible for

JUIDCO or advisors to consider the investment objectives, financial situation and particular

needs of each party who reads or uses this PIM. Each Bidder shall conduct its own

investigations and analyses, and should check the accuracy, reliability and completeness of the

information in this PIM, and obtain independent advice from appropriate sources. JUIDCO and

its advisors make no representation or warranty and shall incur no liability under any law,

statute, rule or regulation as to the accuracy, reliability or completeness of the PIM.

The designs, drawings, data and any other information in this PIM is only indicative and JUIDCO or its advisors will not make or will not be deemed to have made any current or future representation, promise or warranty, express or implied as to the accuracy, reliability or completeness of the information contained herein or in any document or information, whether written or oral, made available to a Bidder, whether or not the aforesaid parties know or should have known of any errors or omissions or were responsible for its inclusion in or omission from this PIM.


3

1. Introduction

1.1. Background

Dhanbad is a city in the state of Jharkhand, and is also known as the „Coal Capital of

India‟.Dhanbad is famous for coal mining and around 112 coal mines with a total produce

of 27.5 million tonnes and an annual income of INR 7,000 Millions through coal business.

Dhanbad is also rated as being among the top 100 fastest growing cities of world.

Tata Steel, BCCL, ECL and IISCO are some of the companies having coal mines in the

district. Coal-mining, coal washing, and coke making are the main coal related industries

in the city. IISCO (Indian Iron And Steel Company) is now owned by SAIL, while BCCL &

Eastern Coalfields Limited are subsidiaries of CIL (Coal India Limited); these two

companies are the largest operators of coal mines in Dhanbad, and have open cast mines

as well as underground mines, whereas Tata Steel has mostly underground mines.Among

the Rail Divisions of Indian Railway, Dhanbad Rail Division is the second largest in terms

of revenue generation.

1.2. Bus Terminal at Dhanbad

There is one major bus terminal located in Dhanbad. Most of the intercity buses are

operated from this bus terminal during day time. At night time, all the buses are operated

from Railway station. Only few buses are operated through the bus terminal during night

time which is originating from the railway station. At present, no passenger facilities such

as seating arrangements, drinking water, lighting, toilet facilities etc is available in the

existing bus terminal. Buses are parked hap hazardously since there are no organised bus

bays available.

1.3. Rationale for Development of new ISBT & Site Description

Figure 1-1: Road Network of Dhanbad


4

Due to rapid urbanization of Dhanbadhas triggered increasing mobility, high travel

demand, increasing congestion, delays, accidents and etc. and an appropriate sustainable

transport system is required to overcome the aforesaid issues. JUIDCO has proposed to

develop modern Inter State Bus Terminal (ISBTs) in order to address the high

urbanization trend, rapidly growing Urban Transport related issues witnessed in Dhanbad

in Jharkhand. Government of Jharkhand has already identified a land parcel for

construction of Inter State Bus Terminal in punduki village on GT road.The ISBT site lies

on GT Road in Punduki village. Total area of the site is about 12.80 acres. Of the total

12.80 acres area about 1.07 acres of private land parcels (plot nos. 903 and 904) needs to

acquired and balance is government land.

2. Site Appreciation

2.1. Rationale for Development of new ISBT

A bus terminal is the point or area from where a bus route starts or ends, at the bus

terminal the vehicles stop, turn or reverse, and wait before departing for their respective

journeys. At bus terminals passenger board and alight from these buses. It also often

provides a convenient point from where bus services can be controlled.The design of a

bus terminal and its location impacts the other road users and overall efficiency of the

transport system.

Due to rapid urbanization of Dhanbadhas triggered increasing mobility, high travel

demand, increasing congestion, delays, accidents and etc. and an appropriate sustainable

transport system is required to overcome the aforesaid issues. JUIDCO has proposed to

develop modern Inter State Bus Terminal (ISBTs) in order to address the high

urbanization trend, rapidly growing Urban Transport related issues witnessed in Dhanbad

in Jharkhand.

Government of Jharkhand has already identified a land parcel for construction of Inter

State Bus Terminal in punduki village on GT road.

2.2. ISBT Site Description

2.2.1. Proposed ISBT Site Location

The ISBT site lies on GT Road in Punduki village. Total area of the site is about 12.80

acres. Of the total 12.80 acres area about 1.07 acres of private land parcels (plot nos. 903

and 904) needs to acquired and balance is government land.


5

Figure 2-1: Proposed ISBT Site

In addition to above additional private parcels shall be acquired to ensure proper shape of

the proposed site. Plot nos. 916, 917 and 918 are private land parcels are proposed for

acquisition.

Figure 2-2: Snapshot of Proposed ISBT Site

Site Terrain Flat topography

Site view Entry to ISBT Site


6

3. Traffic Survey, Analysis & Projections

The survey planning has been done after carefully analysing the study requirements and

also undertaking a detailed review of the entire available database. A comprehensive site

visit has been conducted by the senior members of study team to understand the existing

bus operation in the city. Based on the findings of reconnaissance survey the location for

conducting the traffic surveys were identified. The traffic surveys were conducted at

existing terminal Bartand bus stand in Dhanbad.The following primary surveys were

carried out as part of the study to assess the demand for the proposed ISBT.

Bus count and Origin destination surveys

Passenger Head count surveys

Passenger Origin destination survey

Parking survey

Private intercity and interstate buses were counted separately. On an average daily 196

buses are observed to enter/ exit the bus stand in a day. Out of this 162 are intercity

buses and 34 are interstate buses. At this location 5431 passengers were observed in a

day. The peak parking demand observed is of 86 ECS between 7:30 AM to 8:30 AM. The

total parking demand observed at this location also includes the parking demand of

nearby land uses.

The average dwell time of the buses in terminal is on the higher side. The primary reason

for such behaviour is that the buses generally move out of the terminal only after sufficient

number of seats gets occupied. The pattern will in change in future with the increase in

demand levels.

It is envisaged that the entire operation of intercity and interstate buses will happen from

the new proposed ISBT. This shifting will not only help in decongesting the internal city

roads but will also increase the operational efficiencies of long distance buses by reducing

their travel time.

Based on the shift of demand the total trips (intercity and interstate) that will operate from

the proposed terminal for different horizon years are as presented in the table below.

Year*

Trips

Total Intercity Interstate

2020 194 40 235

2025 232 48 281

2030 270 57 327

2035 305 65 370

2040 341 73 414

2045 376 81 458

The average dwell time of buses operating in the city is higher than 4 hours. To design

bus bays based on such a high dwell time will lead to an inefficient design of the facility

with high built up area and cost. The higher area of the terminal will in turn results in


7

increase in walking distance of pedestrians and thereby discouraging them to use the

facility. In view of this constraints it is proposed that ISBT will have segregated bays based

on the activities (boarding, alighting and Idle).

The idle bays are calculated excluding the buses which are through/via i.e. neither

originated nor destined with in the city. It is observed that these buses have the dwell time

of less than 30 mins. Bays assessment for these buses are done separately.

The number of bays required for boarding and alighting are computed based on the trips

in peak hour and the average boarding and alighting time for passengers. The average

dwell time adopted for alighting and boarding bays in the initial years are 7 mins and 18

mins. These timings are gradually reduced to 5 mins and 10 mins with increase in demand

levels. Also the idle space for parking of buses is computed using the arrival pattern and

the dwell time distribution observed. Based on this assumptions the number of bays

required in the different horizon year is as presented in the table below.

Bays Requirement

Intercity Interstate Total bays

Peak number of buses for idle parking Through Alighting Boarding Through Alighting Boarding

4 4 6 2 1 2 19 114

For designing of facilities at the ISBT one of the most important inputs is the maximum

number of peoples (passengers+visitors) expected to use the facility at a time. The peak

demand is estimated using the peak details of bus trips and average occupancy. The

average occupancy rate for arriving and departing buses is taken as 30% and 70%

respectively. The visitors to passenger ratio adopted is 0.2. Based on this inputs the total

passenger demand during peak hour in horizon year is 2472 (passengers + visitors).

Corresponding to this demand the number of different vehicles for which parking needs to

be provided is assessed. To estimate the parking demand mode share of different

vehicles is adopted based on the share observed and adjusting it to the future years

(share of public transport modes is increased and private modes is decreased). Suitable

share of private modes availing parking facility is assumed. The parking requirement for

the horizon year is as presented in the table below.

Mode Numbers

Two Wheelers 103

Car/Taxi 28

Auto (3 seater) 51

Auto (7 seater) 96

Cycle 49

Cycle Rickshaw 21


8

4. ISBT Design Considerations

The size of an ISBT is primarily governed by the following factors: a) Bus traffic demand and characteristics b) Modes of access to the terminal and composition c) Passenger demand and accumulation d) Type of facilities required based on passenger characteristics e) Operational requirements Broad guidelines to be followed in the preparation of the layout are: a) Segregation of traffic by type, function and direction b) Co-ordination of different activities in terms of functional and spatial inter-

relationships c) Provision of good user and vehicular information d) Provision of necessary and identified facilities to meet requirement of all user groups e) Achieving minimum passenger and vehicular processing time and distance f) Achieving overall functional and spatial efficiency Passengers access Inter State Bus Terminal through the following modes. In the layout plan efforts are made to provide for such access as mentioned below. 1. Walk – An entry point is provided for pedestrians and safe passage to and from

buses. 2. Public Transport Bus Service – In the layout plans bus bays for buses are provided to

ensure easy access for passengers arriving/departing by buses. These are areas where buses will arrive, pickup/drop off passengers and leave. Separate set of bus bays will be provided for city services and long-distance through traffic services to facilitate passengers.

3. Intermediate Public Transport (IPT) – Many passengers arrive by autos, which are the predominant modes of access. Parking requirements are estimated based on provisions in other similar terminals and best practices.

4. Private Vehicles – Passengers arrive by cycles, two wheelers and cars. Parking requirements are estimated based on provisions in other similar terminals and best practices.

5. ISBT Components

The design criteria of ISBT determining the size of terminal and factors to be taken into

consideration in planning the facilities and activities is primarily governed by the following

factors:

Traffic Demand

Traffic Characteristics

Function of Terminal

Development Options:

Option1: Construction of BTF with required Passenger facilities & amenities and

development of Commercial Facility in a separate area within the Project site.

Option 2: Development of Commercial Facilities above the BTF and leave the

remaining open area for future developments.


9

Option 2 has been recommended.

Total Built-up Area Break-up – Development Option 2

Description Bus Terminal Workshop Total

Sq.m Sq.m Sq.m

Ground Floor 3,124 800 3,924

First Floor 3,350 3,350

Second Floor 2,491 2,491

Third Floor 1,535 1,535

Total Area (BUA) 10,500 800 11,300

Figure 5-1: Bird Eye (3D) view of Proposed Terminal Area of Dhanbad ISBT


10

Figure 5-2: Bird Eye (3D) view of Proposed of Dhanbad ISBT

Figure 5-3: 3D view of Proposed of Terminal


11

6. Detailed Design Standards & Norms Followed

The said project assumed (not located in IS- 1893) in Seismic zone III and the same has

been analyzed and designed for earth quick loads acting on it as stated in IS: 1893 –

2002. Structure is analyzed as space frames and design of beams and columns has been

carried out using standard software STAAD PRO V8i (series-4). Foundations are

designed manually with excel software using the results taken from the STAAD analysis.

Slabs are designed manually with using excel software. Relevant standards and design

requirements are considered for electrical, plumping, water supply, drainage, sewerage,

firefighting, rain water harvesting etc.

7. Project Cost Estimation & Detailed BOQ

The summary of cost estimate is set out below.

Sr.No. Components Amount

(Rupees)

1 Terminal Building 20,59,91,404

2 External Development Works 10,00,34,136

3 Electrical Works 4,73,76,398

4 Fire Fighting Works 62,32,699

5 Plumping Works 44,19,137

6 External Plumbing Works 3,90,60,221

7 CCTV Installation 55,29,763

8 Parking Management Works 1,73,07,200

9 Workshop Building 1,72,62,839

10 Foot Over Bridges 3,05,14,114

11 Covered Parking 66,31,017

12 HVAC Works 20,30,000

13 Lift & Escalators 5,14,31,022

14 Plumbing for Workshop 2,22,952

15 Solar Power Plant 1,51,68,000

16 Cartage of Material 1,06,07,215

17 Environmental and Social Impact Management

Measures

15,28,000

18 Sub Total (Sr.Nos. 1 to 17) 56,13,46,117

19 Utilities shifting @1% of (Sr. No. 18) 56,13,461

20 Sub-Total (Sr.Nos. 19+20) 56,69,59,578

21 Project Contingencies @ 3% of (Sr. No. 21) 1,70,08,787

22 Total Cost of Work (Sr. Nos. 21+22) 58,39,68,365

23 JUIDCO Management Fee @10% of (Sr. 23) 5,83,96,837

24 Grand Total (Sr.No. 23+24) 64,23,65,202

25 Grand Total (in Rs. Crore) 64.24 Crore

8. Financial Analysis and Project Valuation Methods &

Implementation Strategy

The financial viability analysis for the Bus Stand has been conducted to assess the

potential structure which is feasible and probable returns for the project. Following table


12

presents, analysis carried out for DBFOT (Design, Build, Finance, Operate and Transfer)

structure for implementation of Inter State Bus Terminal with associated commercial

development.

Sr.No. Description Unit Value

1. Project Cost

a) ISBT Construction Cost (Base cost) Rs. Crore 64.24

b) Landed Project Cost incl. IDC Rs. Crore 68.46

2. Developer’s Equity Return

IRR

a) If no VGF support is provided %

i) 30 years from Commercial Operation Date (COD)

6.85% Not lucrative for developer ii) 20 years from COD 3.63%

iii) 15 years from COD 1.15%

b) Maximum VGF/ Equity Support is required to achieve threshold equity IRR of alteast 20%

% of CAPEX (escalated cost)

73% (Rs.49.98

crore)

No future payment from the developer


Equity Return 20.48% Equity Return

ii) 20 years from COD Equity Return 19.62% Equity Return

iii) 15 years from COD Equity Return 18.63% Equity Return

iv) Annual Concession Payment Rs. Crore/Year

Nil

c)

Maximum VGF/ Equity Support is required to achieve threshold equity IRR of alteast 20% and also annual Concession payment to Government/ULB from 5

th

anniversary of Concession Agreement Date

% CAPEX (escalated cost)

87% (Rs. 59.56 Crore)

Annual Concession payment payable by the developer


20.28%

ii) 20 years from COD Equity Return 18.64%

iii) 15 years from COD Equity Return 16.80%

iv) Annual Concession Payment Rs. Crore/ year

4.88

3. World Bank Loan

a) Loan Amount or Equity Support to Developer

Rs. Crore 59.56

b) Interest Rate % 6.5%

d) Repayment Period (excl. moratorium) Years 25

c) Annual Repayment incl. interest Rs. Crore 4.88 Constant payment

Hence the project becomes viable with World Bank support in form of loan to

Government of Jharkhand. The same can be given to project in form of Viability Gap

funding/Equity cash support to the Selected Private Partner for construction.


13

Identification of Private Partner/Developer to be selected based on lowest Equity Cash

Support/ VGF quoted by the Bidder with 30 years Concession period (post construction).

Note- For other Details ,please refer JUIDCO website

Date post:	07-Jan-2020
Category:	Documents
Upload:	others
View:	67 times
Download:	10 times

Development of Inter State Bus Terminal (ISBT),...

Documents