Our Projects
SGA and its team has more than eight years' experience in Sustainable Urban Transport as well Urban Design projects, including planning and design of infrastructure and operations of Public Bus systems, public spaces including pedestrian infrastructure, planning and design of Non-motorized Transport (NMT)infrastructure and research in sustainable urban transport (both non motorised and public transport). SGA brings together expertise in both design and transportation planning and has extensive experience in bus based public infrastructure planning and design, conducting stakeholder participatory process, as well development of design development and evaluation guidelines and toolkits.
PUBLIC TRANSPORT
Exploring the Role of Private Sector as a catalyst for Accelerating transition to E-Bus in India.
Exploring the Role of Private Sector as a catalyst for Accelerating transition to E-Bus in India.
In Association with Council of Energy Environment and Water (CEEW) and Institute of Transportation and Development Policy (ITDP) India.
Funded by Shakti Sustainable Energy Foundation (SSEF)
Knowledge and Technical partners – RITES Ltd. and Indian Institute of technology (IIT) Delhi.
Year 2022- 2023
Project Description:
This study was undertaken as a joint effort by S G Architects (SGA), and knowledge partners for the study: Council of Energy Environment and Water (CEEW) and Institute of Transportation and Development Policy (ITDP) India to accelerate electrification of private buses operating under State Transport Undertakings (STUs) and State Transport Authority (STA) permits on non-urban routes and remove any doubts on their electrification viability. This study was undertaken in five states in India, including Kerala, Union Territory (UT) of Ladakh, Madhya Pradesh, Tamil Nadu (TN) and Uttar Pradesh (UP) to identify bottlenecks in nor urban e-bus operations by private operators and develop a sustainable business model of electric bus operation in twenty- seven (27) non- urban bus routes and to provide action plan for OEMs and launch pilot for five bus routes.
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The study was undertaken in three stages. The first stage documented the findings from interactions with operators, to identify the gaps and bottlenecks in electrification of stage-carriage buses on non-urban routes, especially by private operators. The second stage involved a deep dive into identifying viability gap for operating electric buses (e-buses) on such routes by the operators. This involved data collection on specific routes, developing business models for different electric bus models on such routes and undertaking pilots (on select routes) and deriving findings on the performance of buses. The third stage involved consolidating these findings to identify policy gaps and develop policy recommendations that can help achieve the aim of this study. Throughout the tenure of the project, following tasks were undertaken:
- Investigating reasons for lack of interest in electrification of non-urban public bus operations and identification of bottlenecks and solutions to e-bus in five States to establish barriers in electrification of non-urban bus services by operators along with broad understanding of strategies and providing solutions to address the same.
- Identification of multiple potential routes (27 in total) for electrification (in the selected geographies pan India) in consultation with the operators and other stakeholders and producing a viable business model for electric bus operations on the same.
- Operating pilot electric bus services on five routes and gathering learnings from the same for further scaling in the same and other geographies.
- Producing a policy framework and action plan for stakeholders and decision makers, to bring about necessary change in the eco-system to accelerate electrification of public bus services in the country.
- Dissemination of the findings and learnings achieved from the study through, outreach, capacity building and advocacy at national and state level.
The findings and outcomes gained from the study is complied and presented in five (5) different reports which can be accessed as downloadable links.
FlEET
FlEET - long range planning tool for STUs
Click here for -> Introduction and Tutorial Video on Fleet tool
Project Description:
SGA has developed a 'long range planning toolkit for public bus companies' known as FLEET. FLEET is a spreadsheet-based toolkit with a VBA based user friendly interface, that has been developed in collaboration with TRIPP, IIT Delhi, under funding from Shakti Sustainable Energy Foundation. The objectives of this tool is to develop and influence adoption of a long range planning approach (by public bus companies in India). Such an approach should allow establishment of context specific long term requirements, vision and goals for bus companies. When used strategically, this tool can contribute to improved efficiency and profitability of bus companies. It provide an action plan with annual goals to achieve long term i.e. up to 33 year targets. The tool includes region specific data for 56 public bus companies in India. It can however be used in any region by inputting the required data (including current number of trips, population, etc.).
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FLEET allows estimation of long-range requirements as well interventions for the STU based on current and projected service types as well (each defined) service specific fleet and operational characteristics (fleet utilisation, load factor, vehicle utilisation, staff to bus ratio, etc.). The tool architecture is based on an annual projection/estimation and it generates annual outputs for a 33-year period, based on growth rates as well trajectory of change, provided/selected by the user. The tool provides defined service specific outputs at State, city or regional level (depending on the area of operation of the bus company) for both inter and intra city operations. The long-range requirements estimated by the tool include annual budgetary requirements, service specific fleet procurement requirement, bus infrastructure (depot and terminal) development requirement, staffing requirement, etc. The tool has been tested through interactions with public bus company officials and has been used to generate outputs for one urban and one non-urban public bus company. In addition, different components and estimation methods used in the tool have been validated through long range planning for four additional State Transport Undertakings in India.
The FLEET tool is supported with a user guide or manual. The User manual explains step by step data inputs for each user form in the tool. It explains the functionality of the tool, data requirement, range of data that can be input and types of outputs that can be derived.
Trims4STU
PUBLIC TRANSPORT PERFORMANCE EVALUATION: WEB-BASED
TOOLKIT TO EVALUATE THE FLEET OPERATIONS DATA
Client: Shakti Sustainable Energy Foundation & Transportation Research and Injury
Prevention Programme, Indian Institute of Technology, Delhi
Project Description: Trims4STU (Transit Information Management System for STU) is a web-based tool which is developed for reporting bus related Key Performance Indicators (KPI) periodically at depot level for ASRTU. This tool can help STUs to increase their fleet efficiency and generate more revenue by utilizing all available resources. It can help in evaluating the fleet data collected by different STUs and provide the solutions which can help STUs for better performance of their fleet. The designed tool is user friendly and easily accessible to all STUs. TRIPP, IIT Delhi has developed this web-based tool in collaboration with SGA funded by Shakti Sustainable Energy Foundation.
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The toolkit has been developed as a data input structure which is in dis-aggregated format so that comparison can be generated at three levels:
- at depot level,
- at STU level and
- category wise – Urban, Non-Urban and Hilly.
- There are total 59 STUs. Total of 212 Inputs/parameters are to be filled in 9 step web-form whereas total Indicators (both existing and newly developed) are 55 in numbers.
- With this data input, it is possible to generate indicators which is already there in the published annual CIRT report plus few additional indicators which has been identified (based on best practices). The data input in this web-based tool must be done at depot level and the current requirement is to test the developed indicators.
- Indicator calculation of all 55 Indicators have been completed, testing for the graphical representation of the same is required which can take place only after getting web-form data.
- Web-forms have been circulated to few STUs to fill in the required depot and STU level data
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The links for the web-based tool kit are as follows:
- Home Page Link: http://trims4stu.com/
- Indicator Link: http://trims4stu.com/indicator-calculation
- Login Link: http://trims4stu.com/login
It is envisaged that the data collected, sorted and presented by this web-based tool will provide insights for improvement and decision making for planning action by individual STUs. Additionally, it will also help ASRTU develop benchmarking for different indicators, allowing comparative evaluation, and setting practical targets for improvement. This web tool will also ensure data availability to a larger audience including students, academicians and researchers, encourage research which will have potential to benefit STUs, which shall in turn help make bus based public transport more attractive to commuters, attracting higher patronage.
Note: This toolkit is in testing phase and hence seek annual STU and depot level data input. If you are a STU official, then kindly fill the annual level STU and depot data. Once the data is populated for various STUs then the calculations can be checked, and the graphical representation can be improved and consequently the revised version of the tool can be generated. For the generation of user ID password, kindly contact sga.kanica@gmail.com
Delhi BRTS (Ambedkar Nagar to Moolchand)
Bus Rapid Transit (BRT) System Design | New Delhi, India
Client: TRIPP, IIT Delhi and Rites Ltd. India
Project Description: Preparation of corridor design and assisting in the preparation of DPR for BRT corridor in Delhi namely Ambedkar Nagar to Delhi Gate (14.3 kms). Detailed designs, construction drawings, specifications, etc., have been prepared for the pilot BRTS corridor in Delhi. It involved design specifications for planning and detailed designs of bus lanes, bus shelters, cycle Lanes, footpaths, signal planning, junctions, edge treatments, dividers and integrators, services (such as drainage, lighting etc.), landscaping, rainwater harvesting, etc. for BRTS systems.
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The first BRT corridor for Delhi visualised by Transport Department, Delhi and was planned to be from Dr. Ambedkar Nagar to Delhi Gate (length 14.5km). The stretch from Dr. Ambedkar Nagar to Moolchand (5.8km) is currently operational. The corridor was constructed by RITES and planned by TRIPP, IIT Delhi. SG Architects was involved in planning of the corridor with TRIPP and later on with detail designing of the entire stretch with RITES. The first stage which was completed in 2006 included system planning and preparation of General Arrangement Drawings (GAD) for TRIPP, IIT Delhi. The designs included complete corridor design including features for pedestrians, bicyclists, buses, bus shelters, etc. The second stage which was completed in 2008 included preparation of detailed co-ordinate based construction drawings for implementation. The first phase of construction was completed in April 2008.
The BRT design included the following components: System Planning and Design Station Planning and Design Corridor Alignment and Design NMT Infrastructure (Cycle Tracks and Footpath) Auto Rickshaw Parking (2-3 wheelers) Planning and Design of Utilities & Services Hawker Spaces and Landscaping Signage and Pavement Marking
System Planning & Design:
Internationally, two types of BRT systems are in operation: open and closed systems. Buses in an open BRT system can move in and out of the dedicated bus corridor as per their route requirements. Buses in a closed system cannot move outside the BRT corridor and other buses cannot operate within the corridor. The Delhi BRT corridor has adopted open BRT system because it reduces the need for transfers and feeder buses which is desirable for short (6 to 8 km) trips. This system benefits the largest number of commuters possible; the benefits to the commuter accrue in accordance with the time/distance s/he travels on the corridor. It is also easier to integrate Delhiӳ existing city bus service with an open BRT system. The closed systems provide short term operational efficiency at the cost of losing patronage; while in Indian cities, which have mixed land use patterns, short trip lengths and high two-wheeler ownership, the open system is to be preferred. A majority of South American cities have a closed BRT system while a majority of cities in Australia and Asia (Taiwan, China, etc.) have an open BRT system.
Station Planning & Design:
In Delhi the Bus stations are located at the near side of the junction. From the commuter's point of view, this is the safest place to cross the road because all traffic must come to a halt at the red light; this makes for a safer and easier route transfer. At the four way junction, commuters can access all directions with equal facility; in this way, the catchments area of the bus system increases. However, the positioning of the bus shelter at junctions obviates the need for overhead bridges for commuters. The Bus station design ensures that the commuters have a comfortable space to wait as well the height of the platform ensures level boarding. Route maps and signage at the junction have been provided in order to enable the commuters to easily understand the route numbers and the platform to board respective buses.
Corridor Alignment & Design:
The corridor from Ambedkar Nagar to Moolchand is 5.8Km in length. It has 3.3m wide bus lane in the centre for each direction. The motor vehicle lane width varies from 6.75m (2 lanes) at mid block and 9.75m (3 lanes) in each direction. Cyclists and pedestrians also have dedicated lanes respectively and this ensures streamlined traffic flow, safety and comfort.
NMT Infrastructure (Cycle Tracks & Footpaths):
Entire corridor has segregated cycle tracks to ensure safety for cyclists and also to encourage non motorised mode of transport. The width of cycle track is 2.5m and it is about 50mm to 100mm above motorised vehicle lane. Comfort and safety of the pedestrian was the primary consideration and they have a continuous 2m wide footpath interspersed with hawker spaces and sitting spaces to make the footpaths livelier.
Auto Rickshaw parking (3 wheelers):
Parking bays for auto rickshaws has been integrated in the design and these parking bays have been created at regular intervals and especially near bus stations. This serves the commuters in a better way as it simplifies the change of mode in terms of comfort. Also, exclusive parking bays ensure that there is no interference in the traffic flow due to parked auto rickshaws.
Planning and design of Utilities & Services:
All the utilities and services along the BRT corridor were designed to meet the requirements of such a system and the opportunity was used to better the existing services. Special emphasis was laid on lighting and drainage. The lighting was designed keeping the pedestrians and cyclists in mind. The height of the pole was decided on the basis of the canopy of the adjoining trees, the colour of the light contrasts the tactile tiles in order to make the footpath more user friendly for the partially blind. The drainage of the entire stretch has been remodelled in such a way that the surface water from the footpath and cycle tracks runs off in the adjacent unpaved area. The water from the motorized lanes runs off in the drains. Shifting of the underground services was planned and the current system has manholes on the footpath so as in case of repairs the concrete does not require to be damaged.
Hawker spaces Corridor is 2 to 7 Km away from the dense inner city area, requiring frequent short feeder trips to the BRTS this suggests the need to develop a hybrid system, with selected roots directly accessing CBD from the corridor.
Bus Station Type and Locations
As hybrid BRT system is best suited for Kolkata, it is rational to use staggered junction bus stations, located at near side of each intersection. Junction shelters allow a better driving cycle by reducing the number of stops encountered by a bus. This is achieved by combining the bus dwell time with the red phase or the signal delay at the intersection. Each bus station shall be 3.0m wide and 80m long, with a minimum usable internal width as 2.2m. Being a hybrid system, some buses would require to use shelters on regular streets. This requires the use of low or semi low floor buses in the fleet. BRTS stations height would be designed to be 390mm, for use with both low floor and semi low floor (380mm first step height) buses. The BRTS bus fleet shall be a mix of low floor and semi low floor buses, though gradual shift to complete fleet of low floor buses is proposed. The shelters are designed for controlled access, with enclosure on three sides and entrance from safe pedestrian crossing only. Bus boarding is proposed to be access controlled (for standard left hand door buses) through the use of electronically controlled, two, 1.65m wide automated doors.
Pedestrian Paths
A minimum of 1.8m wide pedestrian paths has been proposed on each side of the carriageway/cycle track, throughout the length of corridor. At most location a width of 3.0m is allocated to each pedestrian walkway in the design. The pedestrian facility is designed to be barrier free for all. It shall include tactile pavers (both directional and warning pavers) for visually impaired. Access to pedestrian infrastructure from major intersection is proposed through 1:10 to 1:12 slope ramps. At all minor intersections and property as well service road accesses level crossings (raised crossing design) for pedestrians is proposed. Motorized vehicles will come up to the level of pedestrian paths using 1:8 ramps split on both sides of cycle track. The finish of pedestrian paths is proposed in 60mm thick paver blocks, except at raised crossings, where 80mm thick paver blocks shall be used to take the load of vehicular traffic.
Pedestrian Crossing
At grade signalized pedestrian crossing access has been provided at all the bus shelters except for three mid block bus shelters where half subways have been provided by raising the MV lanes by 3.0m and dipping the pedestrian path by about 1.0m. Here the crossing of bus lanes (to access shelters) is through signalized pedestrian crossings. At 10 bus shelters located at six, designated bus turning junctions, provision has been kept for a foot over bridge (FOB) access from the rear side of bus shelters. These bus shelters are longer (because of provisions made for turning buses as discussed earlier) and the foot over.
Integration with Other Modes
BRT Systems require a good integration with feeder modes, to be effective. Here feeder trips apart from walk and bus trips are made by para-transit modes such as auto rickshaw and cycle rickshaw. To ensure a good integration with these modes cycle (rickshaw) parking and auto rickshaw stopping bays have been provided at each side of all intersections. Apart from intersections the same have been proposed at major origins and destinations along the corridor.
Services
In most parts of the corridor there are no storm water drains, except on approximately 10% of the corridor which has open drains on any one side. The existing carriageway width is 7m which is flanked by light and electricity poles on both sides. Development of BRTS along this corridor would require re-location of existing over ground services. Development of new services would include storm water drains, and conduits for telecom cables. All electrical cables are currently over ground. These may be relayed as underground cables or re-located as over ground service, as per the requirement of the local electricity supply and maintenance agency. Underground electrical utilities shall be buried in trenches either under and unpaved belt or the pedestrian footpath; while over ground cabling shall be mounted on standard CC electrical poles (re-location would in all possibility use the existing installations, requiring minimal additional expense). Expanding the road also means, the existing telephone pole and junction boxes, transformer and feeder, Electrical junction boxes etc, all will have to be organized to a new arrangement. These services would be re-developed as a part of the corridor design. The drain would be included as a pipe drain under the footpath with manholes every 20m, fed by surface gully gratings between cycle track and MV lanes or on the edge of MV lanes and service lanes.
Street light provision shall be designed to ensure a lighting level of 40 lux all along the ROW. White light source would be preferred as tactile pavers are being introduced on the corridor (as a part of the proposed design), requiring a mandatory level of colour contrast which is only possible using a white light source.
Landscaping and Hawker Spaces
Development of BRTS along a route involves re-development of the entire ROW. This presents an opportunity to use the project for urban rejuvenation and include elements such as landscaping, hawking areas, street furniture such as benches bollards etc. The BRTS pilot corridor design in Kolkata will include provisions for paved spaces for hawkers (as per current and future demand), locations for landscaped areas which include benches, plantation scheme etc. Provision of defined spaces for all street functions will also reduce the likelihood of encroachment on pedestrian paths, cycle tracks and car lanes. Other benefits include a more active and lively street front, along with a more secure corridor (presence of hawkers is known to discourage street crime).
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Gandhi Nagar to Chila BRT corridor | New Delhi, India
Client: Delhi Integrated Multi-Modal Transit Systems Limited
Project Description: Preparation of corridor design and assisting in the preparation of DPR for two BRT corridors in Delhi namely ISBT to Dilshad Garden and Gandhinagar to Chila with combined length of 18 kms. It involved development of GAD Drawings, Sections and details for DPR of BRT design specifications for planning and detailed designs of bus lanes, preparation of GAD drawings, Junction designing, providing sections and details.
ISBT to Dilshad Garden BRTS corridor | New Delhi, India
Client: Delhi Integrated Multi-Modal Transit Systems Limited
Project Description: Preparation of corridor design and assisting in the preparation of DPR for two BRT corridors in Delhi namely ISBT to Dilshad Garden and Gandhinagar to Chila with combined length of 18 kms. It involved development of GAD Drawings, Sections and details for DPR of BRT design specifications for planning and detailed designs of bus lanes, preparation of GAD drawings, Junction designing, providing sections and details.
Bus Rapid Transit System (BRTS) design | Kolkata, India
Client: IL&FS Infrastructure Development Corporation Limited
Project Description: The project included preparation of corridor design and assisting in the preparation of DPR for BRT, Kolkata. The project scope of work included development of GAD Drawings, Sections and Cost Estimates for DPR of BRT Kolkata, preparation of GAD drawings, Junction designing, providing sections and details. Site studies to formulate design solution, presentation to various Govt. organizations and stakeholders like Kolkata Metropolitan Development Authority (KMDA), RITES, RVNL, etc were also an intrinsic part of the project.
Bus Rapid Transit System (BRTS) Design | Pune, India
Client: Urban Mass Transit Company (UMTC) Limited
Project Description: The project included preparation of corridor design and assisting in the preparation of DPR for BRT, Pune. The project scope of work included development of GAD Drawings, Sections and Cost Estimates for DPR of BRT Pune, preparation of GAD drawings, Junction designing, providing sections and details. Site studies to formulate design solution, presentation to various Govt. organizations and stakeholders were an intrinsic part of the project.
Design of Bus Shelters I New Delhi, India
Client: Delhi Integrated Multimodal Transport Services (DIMTS) Limited
Project Description: The project included design development for 500 bus shelters in Delhi by Delhi Transport Corporation (CTS). The scope included preparations of detail design for Bus shelters with specifications, preparation of shop drawings with sections and details and site studies to formulate design solution.
Bus Rapid Transit System (BRTS) Phase 3, Pune, Maharashtra.
Client : Urban Mass Transit Company Ltd. (UMTC) and Pune Municipal Corporation (PMC).
Project Description :Pune has one of the most ambitious BRTS Network development plan of any Indian city. It plans to develop more than 100km of BRTS network. As of 2017, 2 Phases have been completed in the Pune BRTS and the 3Rd Phase is under construction.
1st Phase – constitutes of total 16.3 km
1. Solapur Road Corridor – 10 km – Swargate to Hadapsar
2. Satara Road Corridor – 6.3 km – Swargate to Katraj
2nd Phase – constitutes of total 12 km
1. Nagar Road Corridor – 7.5 km – Yerwada to Chandan Nagar (Operational from April 2016)
2. Alandi Corridor – 4.5 km – Sangamwadi to Vishrantwadi (Operational from August 2015)
3rd Phase – constitutes of total 13.45 km
1. Aundh Corridor – 6.5 km – Rajiv Gandhi Bridge to Shimla Office, Shivajinagar
2. Old Pune-Mumbai Corridor – 5.7 Km – Harris Bridge to COEP Junction.
3. Sangamwadi Corridor – 1.25 km
Pune BRTS: Phase 3: 13.45 km: Aundh road corridor, Old Pune-Mumbai corridor, Sangamwadi corridor
The project has been developed as per the Comprehensive Mobility Plan of Pune (CMP 2008) and the Development Plan (DP) as of Dec 2016. Urban Mass Transit Company (UMTC) was appointed by PMC for the development of 3rd phase BRT Pune. UMTC subcontracted BRTS Design scope to SGArchitects. SGArchitects selected Prasanna Desai Architects (PDA) as the Local Expert for the project. The scope of the project for SGArchitects included development and preparation of General Alignment Drawings (GAD) along with Working Drawings (WD) with chainage-wise sections, cost estimations with BOQ’s, Junction designing, BEAD analysis, landscaping and typical details.
Activity mapping was carried out on survey drawings provided by UMTC to understand the ground reality. With these inputs from the activity surveys, General Alignment Drawings (GAD) were prepared which were discussed with the PMC officials and eventually approved. Traffic Analysis, Lane width analysis were carried out; post which BEAD Analysis was done and Signal Cycle was designed. Final Working Drawings (WD), Landscaping and typical details were produced to the PMC Officials and submitted to them with the final Bill of Quantities (BOQ). Multiple project meetings were carried out with PMC Authorities and various presentations were also given to them to better explain the design for a smooth implementation. The project implementation was initiated on ground as of Jan 2017.
Improving Bus Transport Infrastructure in Andhra Pradesh.
Client : Shakti Sustainable Energy Foundation and APSRTC, Andhra Pradesh.
Project Description : SGArchitects was appointed by APSRTC for advisory support to upgrade four bus terminals in the state. These were Vijaywada, Tirupathi, Guntur and Vishakhapatnam.
Multiple options were sought for the terminal designs. Site visits were carried out to discuss and understand the ground reality. Various images and videos were recorded which would facilitate the data. Required data base on operational and passenger requirement was collected.
A draft proposal was made as per the Bus Terminal Planning and Design Guidelines1 (developed by SGArchitects for ASRTU, funded by Shakti Sustainable Energy Foundation), and was presented to APSRTC post which two options for each were submitted for the review. The feedback by APSRTC was then incorporated in the design and the designs of four terminals were presented to APSRTC team.
Brief description of each Bus Terminal design option is as following :
- Dwarka Bus Terminal, Vishakhapatnam
- Option 1 – Retained the existing building of Dwarka Bus complex. Segregated offloading bays and boarding bays (designed at 60-degree angle). Multilevel private vehicle parking was added along with integrated feeder infrastructure. Designated Pedestrian infrastructure was provided on all the entry locations. Local terminal was designed on the outer edge of site.
- Option 2 – Complete development of entire site excluding Ambica (commercial) Building area.
- NTR Bus Terminal, Guntur
- Option 1– Retained the existing building of Guntur Bus complex. The option designed was based on 150 inter-district terminating buses, 80 passing buses and 14 local buses during peak hour. Arrival concourse for 8 bays (divided at two locations i.e. 4 on each side) and Multilevel private vehicle parking was added along with integrated feeder infrastructure. Passenger entry planned from both roads - designated Pedestrian infrastructure was provided on all the possible entry locations.
- Tirupathi Bus terminal, Tirupathi
- Option 1 – Retained the existing building of Tirupati Bus complex (Srihari). Arrival concourse for 6 bays and Multilevel private vehicle parking was added along with integrated feeder infrastructure. Designated Pedestrian infrastructure was provided on all the possible entry locations.
- Option 2 – Complete development of entire site including the depot area.
- Pandit Nehru City Bus Terminal, Vijayawada
- Option 1 – Arrival concourse and private vehicle parking was added along with integrated feeder infrastructure, however exit for ISBT buses and location for Idle parking was shifted towards the canal road and local bus terminal and feeder infrastructure was brought where current Idle parking exists.
- Option 2 – Access to local bus terminal remained from the canal road and access to ISBT remained from the highway, however arrival concourse and private vehicle parking was added along with integrated feeder infrastructure.
Feeder Network Planning for Rajkot BRTS
Client :ICLEI SA
Project Description : Swiss Agency for Development and Cooperation (SDC) is supporting the CAPACITIES project in 4 Indian cities including Rajkot. The project aims at strengthening the capacities of Indian cities to identify, plan and implement measures for achieving lower greenhouse gas emissions growth path and enhancing resilience to climate change in an integrated manner. CAPACITIES project is offering to assist the city improve the reach of BRT corridor.
ICLEI Local Governments for Sustainability, South Asia (ICLEI South Asia) on behalf of Rajkot Municipal Corporation and CapaCITIES implementation team invited proposal for involvement of national as well as international mobility expert for “technical study of the existing BRT corridor for the last mile connectivity and pre-feasibility of potential electrification of the corridor” Under CAPACITIES Project supported by SDC.As a part of this project SGArchitects played the role of national mobility expert and developed last mile connectivity and feasibility plans for Rajkot BRTS.
Feeder Network Planning for Rajkot BRTS Nov 2017 – May 2018
The project aimed to appraise options for effective last mile connectivity at Rajot Bus Rapid Transit (BRT) corridor. Additionally, it aimed to explore potential of electric mobility i.e. electrification of existing BRT buses in the city, to reduce its carbon footprint and to make it more sustainable. To achieve this, aim the primary objectives which were addressed are:
- Improvements in the existing BRT system to help reaching out to larger population for each available BRT station based on demand assessment
- Plan for provision of last mile improved connectivity between different modes (existing and envisaged) as well as safe pedestrian and non-motorized access to public transport.
- Propose enhancements, add on for improving the system including new technology aspects and looking at the feasibility of scaling up such initiatives more widely in the city.
- Delineate influence area over which ridership enhancement measures need be considered. Identify various last mile connectivity modes such as E-rickshaw /Auto rickshaws as well as NMT modes that need promotion.
- Identify implementation pattern to promote the finalized modes for last mile connectivity improvement including the financial aspects such as cost, revenue etc.
The findings of this study suggest that over the next ten years, between 18% to 23% additional trips (over current or expected usage in ten years) can be added to BRT by incorporating three feeder options – improved road network with better cycling and walking facilities, bicycle sharing, two hybrid-BRT routes and improving frequency of eight city bus routes. These findings were presented to the team from Rajkot Rajpath Limited (RRL), Commissioner Rajkot Municipal Corporation, ICLEI, SA team and Swiss Development Corporation (SDC) representatives on August 13, 2018 at Rajkot.
This was followed up by a detailed technical discussion on the study findings and recommendations with RRL team and RMC city engineers on August 20 and 21, 2018 at Rajkot. Basis these discussions the study findings and the recommendations have been finalised and accepted by the city. Based on these findings the city has initiated the procurement process of 50 urban and mini, electric buses.
Improving Bus Transport Operation and Infrastructure in Himachal Pradesh.
Client : Shakti Sustainable Energy Foundation
Project Description : Himachal government has set up the Himachal Pradesh City Transport and Bus Stands Management and Development Authority (HPCTBSMDA). This authority is responsible for development of all bus passenger infrastructure (including bus stops and terminals) in the state. HPSCTBSMDA has divided the terminal facilities in to three categories – A, B and C. A category terminals are terminals at district headquarters such as Kangra and Shimla Terminal. B category terminals are regional terminals such as Parwanoo and Nurpur. C category terminals are local terminals (with no overnight parking requirement, and with no route starting/terminating points) such as Jhalog, Baroh and Bijrara.
The project was initiated under funding from Shakti Sustainable Energy Foundation with an objective to support HPSCTBSMDA and HRTC in model bus terminal and depot design infrastructure development as well in long range planning for bus fleet and infrastructure upgradation in the state. SGArchitects was involved in planning and designing both B and C category terminals, bus operation support and fleet estimation tool for HPCTBSMDA fleet upgradation. SGArchitects provided the different solutions and alternatives of design for B & C category terminals at Nurpur and Jhalog and also prepared the design options for Dhalli bus depot with the help of ‘Planning and design Guidelines for Bus Depots and Terminals’. (The guidelines were prepared by SGArchitects for ASRTU and funded by Shakti Energy Foundation in 2015-16). The project commenced in 2017.
Bus Terminal Design
Jhalog was a brown field contoured site identified by HRTC for terminal development having area of 2189 Sq.mt. HRTC identified this site for development of C category bus terminal however, based on above design brief, two design interventions for both C and B categories have been developed for this site.
Nurpur was a brown field identified for B-category terminal development having area of 1179 Sq.mt. Design proposal for both C and B categories were worked out based on the secondary data provided by HRTC.
The reliability of bus operations is largely dependent on the regular preventive maintenance strategy adopted by the serving depot. Thus, under bus operations support, the project intended to study and address limitations and shortcomings in bus operations through proposed interventions in depot operations and infrastructure. For this purpose, HRTC suggested Dhalli bus depot to be taken up for the design intervention.
Dhalli is an area situated 6 km’s from Shimla city. It comes under Shimla municipal corporation limits and houses a bus depot distributed in two units – urban and rural which presently handles 82 buses and 182 buses respectively. Directed by HRTC, work was initiated for Dhalli bus depot.
The third component of the project was to develop a Bus Fleet Upgradation Plan for the Himachal Pradesh state. The purpose of undertaking such exercise was to identify the gaps in fleet requirement to meet current and projected demand. ‘Fleet Estimation tool’ aimed to assist STU’s in forecasting demand in different scenarios and allow planning for financing and meeting the projected demand in these scenarios. It can be used to prepare a potential base for short medium and long- term strategy planning approach for the STU’s.
All the works and design exercises, undertaken for the project were discussed through a series of discussion with the concerned HRTC and APSRTC officials belonging to civil and operations departments. The objective was to discuss and present the designs, plans and guidelines to contribute to the internal capacity building. For the purpose, three detailed training sessions were conducted.
NON MOTORIZED TRANSPORT
NMT Infrastructure Development| Naya Raipur, Chattisgarh
Client: NRDA, Chattisgarh
Project Description: The project included detailed design of Cycle Tracks and Pedestrian Walkways for 36kms of road network. The project aimed at working out an efficient design with details focusing on safety of non motorized users and integration with public transport, junction design, hawker spaces, etc. Site studies to formulate design solution, preparation of detailed drawings, development of detailed Junction design, Sections and details were undertaken along with presentation to various govt. organizations assisting the Project Management Consultant to manage execution.
NMT Infrastructure development| Durgapur, Kolkata
Client: IL&FS Infrastructure Development Corporation Limited
Project Description: The project included preparation of corridor design and assisting in the preparation of DPR for NMT infrastructure development on two corridors with the combined length of 30.6 Km for Durgapur, West Bengal. Scope of work includes development of GAD Drawings, Sections and Cost Estimates for DPR of NMT infrastructure development for Durgapur, West Bengal. Site studies to formulate design solution, Preparation of GAD drawings, Junction designing, providing sections and details were undertaken to develop the project.
Design development of Odaw Greenway, Ghana
Client: ICE
Project Description: Design and institutional development plans were prepared for development of a 19km long dedicated bicycle and pedestrian facility along the Odaw River in Accra, the capital of the Republic of Ghana. The project was sponsored by I-ce (a Dutch NGO). The project involved design of bicycle and pedestrian facility along with its integration at city nodes, development and landscaping of the river font and development of catch sewer (to arrest pollution in the river), development of commercial activity to encourage participation by low income residents around the river front. The proposal was presented to city development ministers and authorities, and is currently being followed up at the World Bank and City and State Government by local NGO, Centre for Cycling Expertise (CCE).
URBAN TRANSPORT PLANNING
WAYFORWARDFORSTREAMLINED E-RICKSHAW OPERATIONS LEARNINGSFROM DELHI
Project Description : The project includes providing advisory support and assistance in planning of infrastructure and operations of bus services in Delhi. The project report highlights studies to assess viability benefits of different types of bus lane marking and segregation and assisting transport department GNCTD in developing and monitoring bus lanes.
PWD Bus Lane Marking.
Project Description : The project includes providing advisory support and assistance in planning of infrastructure and operations of bus services in Delhi. The project report highlights studies to assess viability benefits of different types of bus lane marking and segregation and assisting transport department GNCTD in developing and monitoring bus lanes.
Consolidating Urban Freight Baseline and Conceptualizing Low Carbon Urban Freight Action Plan for Panaji under ‘Eco Logistics: Low Carbon Freight for Sustainable Cities’ Project (with ICLEI South Asia).
Project Description :
Project Report
This study is being undertaken as a part of the Eco-Logistics project. It includes deriving the findings from the collected data to suggest interventions that can be taken up as a pilot project and also to develop a low carbon urban freight action plan.The project involves collection of primary and secondary data to validate the findings of ICLEI, SA urban freight related emissions study in Panjim .
Planning for conflict free circulations at Nine domestic and international airports in India
Client: TRIPP, IIT Delhi
Project Description : Planning and design details have been developed for 9 International and Domestic airports in India for Transportation Research and Injury Prevention Program (TRIPP), IIT, Delhi. The first phase of Delhi airport re-modeling work based on these plans was concluded in December 2005.
Hyderabad Integration
Batanagar
Bus Depot Design Guidelines
Client : Shakti Sustainable Energy Foundation.
Project Description : While developing bus terminal guidelines it was realized that though there exists a clear understanding of the need for improved infrastructure and services for passengers in the form of modern bus terminals, most STUs want to prioritize their investments in developing bus depots. This is because newly acquired and rapidly increasing fleet of buses in these cities have no space for parking and servicing. For the purpose under funding from Shakti Sustainable Energy Foundation, a detailed bus depot design guideline for Association of State Road Transport Undertaking (ASRTU) was undertaken. It involved understanding contextual bus depot planning and design requirements undertaking two basic live bus depot design exercises added with literature studies of known local and international best practices and integrating these findings in to the existing bus depots. SGArchitects provided advisory and co-ordination support to assist the two case study STUs in further detailing and implementing the developed designs through a PPP or other forms of private funding arrangement. It also involved development of the final guideline document and presenting and discussing with STUs, consultants and other stakeholders with the help of ASRTU and MoRTH.
Bus Terminal Design Guidelines
Client : Shakti Sustainable Energy Foundation and Association of State Road Transport Undertaking (ASRTU).
Project Description : Under funding from Shakti Sustainable Energy Foundation, a detailed bus terminal (local and regional) design guideline for Association of State Road Transport Undertaking (ASRTU) was developed. Bus terminal planning in terms of infrastructure, operations, and financial planning requires certain enablers, which must be put in place. Therefore, the guideline is developed to meet the need for resource material specific to Indian context where it provides planning and design recommendations for different typologies and sizes of bus terminal complex.
URBAN ENVIRONMENT PLANNING
Nehru Place Placemaking Project | New Delhi, India
Client: SHAKTI, New Delhi
Project Description: Nehru Place Placemaking project summarizes the urban analysis, derived broad area interventions and draft master plan for urban regeneration of the Nehru Place District centre and its surrounding area. The project intends to harness the potential of the area by developing and proposing policy and master planning interventions which can upgrade and improve the urban quality of the area and its surroundings. Also, the possibility of interventions in parking, land use, redevelopment and operation and management of public area have been proposed.
Aap Ki Sadak| New Delhi
Client: SHAKTI, New Delhi
Project Description: The project looks towards the improvement of neighbourhood level mobility and accessibility within a typical urban precinct of South Delhi. It is a community engagement led process with detailed surveys and technical design support to arrive at practical solutions. The project focuses upon the "First / last mile Connectivity". The current trend of increased private vehicle ownership is increasingly visible at the smallest neighborhood scales. The domination of motorized vehicles has made the non-motorized users and pedestrians vulnerable and invisible.
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With the changing character of urban structure and transit, the people living in the Delhi have become dependent upon cars and a motorized way of life. This has an effect on the consumption of road space and the public realm for the motorized and made the users on street vulnerable to accidents and unsafe environments. This trend prompts an investigation on both the macro level network connectivity as well as the quality of public realm and livability within urban neighborhoods. learn more...
Streetscaping of Bahadur Shah Zafar Marg - (Delhi Gate to Tilak Bridge)
Project Description: A design proposal for beautification of of Bahadur Shah Zafar Mag along with resolving pedestrian and vehicular conflicts on this road was prepared and presented to the Aesthetic Committee of Delhi (under the Chairmanship of the Honorable Chief Minister of Delhi; in association with Ashok Lal Architects and TRIPP, IIT Delhi. The project was initiated by the Public Works Department of Delhi. The design integrated the proposal for HCBS o this corridor along with proposing safe pedestrian crossings, multilevel parking, night bazaar, beautification on the front of media houses and revised junction designs (including design of signal phasing). The project is currently under review.
Kala Nagar Competition| Mumbai
Client: Competition Entry
Project Description: The project dealt with providing innovative solution for the Kala Nagar traffic junction and adjoining public spaces. It intended to reduce congestion and enhancing mobility to achieve more efficient east-west connectivity and creating a traffic situation that is less dangerous and stressful and that incorporates advanced sustainability measures.
MM Road | Delhi
Client: PWD
Project Description: The project was done in alliance with OASIS design Inc. The alignment of the road was undertaken by SGA architects with streetscaping along with proper footpaths for pedestrians, proper cycle tracks and proper junctions.
Intersection Improvement at Udaipur, Rajasthan.
Client: Udaipur Municipal Corporation (UMC) and International Council for Local Environmental Initiatives (ICLEI).
Project Description: The walled part of Udaipur City is accessed through ten traditional gates known as ‘pols’. These locations are amongst busiest street junctions. Peripheral wall connecting the pols serves as major commercial streets, especially towards the eastern side. These junctions and streets were functional without hassle when the city had fewer motor vehicles.
Presently, these junctions witness considerable traffic demand which results in long queues and traffic jams, especially during peak hours. As these junctions mark an outer edge between the pedestrian oriented street system of old city and automobile oriented street network of new development, the authorities face lot of challenge in maintaining effective geometry for conflict free mobility by all modes. Junctions are also plagued by on street parking, reducing space for movement of both motorized and non-motorized modes.
To improve the mobility and accessibility to walled city area, the city desires to resolve traffic issues at three major junctions - Suraj pole, Hathi pole and Delhi Gate, along with the streets connecting them.
UMC has signed an MoU with ICLEI to receive assistance and advice for improvement of mobility in the city. SGArchitects is a part of consortium with ICLEI assisting and advising the city under the funding from Shakti Sustainable Energy Foundation. As a part of this effort, SGArchitects in association with ICLEI, provided technical advice to UMC in their effort to improve mobility in and around 9 pols. Of these, detailed technical assistance has been provided for the improvement of three pols. As a part of this ongoing project, following support has been provided to UMC. The project commenced in 2016.
Identifying Interventions
This included listing possible mobility interventions (against identified issues) with an objective of achieving long term benefit for the city. Following is the list of interventions/support activities that was prepared
- Advise and support on Smart cities proposal development
- Critical Junction Improvement
- Parking Management
- Pedestrianization (including vehicle restrictions)
- Rolling out E-Rickshaw services
- Supporting expansion of city bus services in the city
- Development of action plan for smart city project rollout
- Data Collection and Analysis
Collection of primary and secondary data including, total station survey, activity survey. This data was subsequently analyzed and used in the development of different solutions. Following data was collected and analyzed to undertake the identified interventions in each city:
- Video and photography of eleven junctions.
- Total station survey of three Junctions – Suraj Pol, Hathi and Delhi Gate.
- Traffic survey of the junctions.
- Activity survey of the junctions.
Stakeholder Participation
This involved modifying solutions based on inputs to ensure ownership by all stakeholders. Following activities were undertaken as a part of this stage:
- Four Presentations were made to various stakeholders for the design explanation/development of five intersections.
- Two site meetings were conducted with stakeholders to explain the designs of two intersections.
- Designs were explained separately to the Honorable Collector, Sub Divisional Magistrate and Superintendent of Police
Site Demonstration
Demonstration and test solutions were carried out on sites using barricades and other temporary measures. This involved replicating geometric design changes on ground, with the help of city officials. The impact of this exercise was then documented through video recording and other data collection.
