Planning of Skywalk in An Institutional Area Study Area: Ito, Indraprastha

PLANNING OF SKYWALK IN AN INSTITUTIONAL AREA
STUDY AREA: ITO, INDRAPRASTHA
Dr. P.K. Sarkar

Professor,
Department of Transport Planning,
School of Planning & Architecture,
New Delhi
Prakash Chand Arya

Thesis, M. Plan,
Department of Transport Planning,
School of Planning & Architecture,
New Delhi
Introduction
Mobility and Accessibility are an integral component for planning and design
of road transport infrastructure.
Pedestrian traffic is most neglected road users while planning and designing the
road transport infrastructure.
Significant portions of road users killed in the road accidents are pedestrians.
Present approach for planning and designing for pedestrian traffic is not user
friendly.
The fund allocated for pedestrian facilities is insignificant as compared to total
cost of road project.
Need for innovative approach to ensure safe & secured movement of pedestrian
traffic in along/across congested roads in urban areas.
Thursday, January 02, 2014
Planning of Skywalk in an Institutional Area
Pedestrian traffic exposed to road accidents
Need of the Study

The study has been carried out because it was felt that in recent years due to increasing
population, development and awareness the number of trips has increased and
subsequently the number of pedestrian visiting the study area has also been increased.
As the study area is a major junction for Trans- Yamuna traffic movement the study
area faces induced traffic which creates difficulty in pedestrian movement across as
well as along the road.
In the light of the large scale movement of pedestrian traffic and their associated risk
for the movement on the urban road network due to incessant movement of high speed
vehicular traffic, there is a need to develop exclusive pedestrian facilities to be free
from vehicular traffic.
It is extremely imperative to conduct a detailed feasibility study for development of
skywalk facilities in general and specific locations in particular.
Aim:
The aim of the study is to plan a skywalk facility in the institutional area of
ITO to ensure safe & secure movement.
Objectives:
To study the pedestrian characteristics on congested road network in an
institutional area.
To study the relevant literatures including the best practices with respect to
provision of Skywalk on congested road network.
To examine the feasibility for development of Skywalk facility on
congested road network.
To evolve guidelines for development of Skywalk facilities in Urban areas.
Scope of work:
To conduct necessary traffic surveys such as pedestrian volume count, traffic
volume count, pedestrian delay at junctions & other places along with the
pedestrian opinion survey.
To appreciate the best of practices on skywalks in different cities of the world.
To carryout Economic evaluation for developing skywalk facility at ITO area.
To evolve best financial model to make the skywalk system on self financing
mode.
Limitations:
The study is limited to only institutional area.
The other types of pedestrian activity areas have not been undertaken.
Methodology adopted in the study:

Aim
Objectives
Relevant Literature studies
Best practices
Failure reasons
Inferences
from studies
Planning
considerations
Planning process for Skywalk

Primary Data Collection
Surveys
Pedestrian volume count
Origin & Destination survey
Willingness to use such facilities
Pedestrian opinion Survey
Warrants of Pedestrian facility planning
Secondary Data Collection

Pedestrian Accident Data
Advertisement Revenue Data
Skywalk Estimate Data
Data Analysis
Estimating & Costing
Financial Analysis
Calculation of Economic Losses
Economic Analysis
Conclusions
Planning proposal
200th
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PLANNING & DESIGN CONSIDERATION OF SKYWALK
Other Factors to be considered from Planning Point of View:

Width of Median.
Magnitude of pedestrian traffic crossing the road intersections
Approximate number of jaywalkers
Height and age of the buildings abutting the development
Terrain of the underlying roads
Degree of conflicts between magnitude of vehicular and pedestrian traffic
Abutting Land use
Delay and frustration experienced by the pedestrians in crossing the roads
Magnitude of pedestrian traffic involved in road traffic accidents while crossing.
Skywalk would be appropriate with the possibility of linking business activities with
the pedestrian areas.
Planning & Designing should ensure direct accessibility on link between the activity
generating areas.
Points for Consideration for Economic Feasibility of Developing Skywalks

Benefits of saving in travel time due to direct link between origin and
destinations.
Improvement in the Level of Service for pedestrian traffic along and
across the street.
Making zero conflicts between pedestrian and vehicular traffic across the
street.
Saving in pedestrian accidents on roads.
Possibility of linking business within and around the pedestrian skywalks.
Possibility of Increase in property value due to increase in accessibility to
pedestrian traffic.
Enhancement of environmental quality of the urban roads.
CASE STUDIESTo study the skywalks and their role as a pedestrian facility skywalks from
different parts of the world are studied as case study including:
Calgary +15 Walkway
Downtown Minneapolis Skywalk
Downtown Saint Paul
Shin-Yi Skyways
Bandra Skywalks, Mumbai
Bandra (E)- Kalanagar Skywalk, Mumbai
Bandra (W) Skywalk, Mumbai
10
Best Practices on Skywalk

The world's largest skyway network Calgary,
Alberta's "+15 Walkway" system has a total
length of 16 km (9.9 mi). However, the system
is discontinuous, and it does not connect every
downtown building.
The largest continuous network of skyways in
USA the Minneapolis Skyway System spans
8 miles (13 km) connecting 69 blocks in
downtown Minneapolis.
11
Downtown Minneapolis Skywalk

In 2008, the highest daily volumes foot fall were
recorded on skyways linking City Center to Macy's
and Gaviidae Common.
Another busy location was the Northstar Center
food court escalator connecting the ground floor of
the building to the skyway.
It was observed that half the retail locations
involved in the skyway study saw traffic increases
from the previous year.
the development of skywalk acted as a catalyst to
increase the significant movement of the pedestrian
traffic.
12
Downtown Saint Paul
The man credited for bringing the start of the skyway system to
Saint Paul is Watson Davidson.
The Davidson family once owned a large part of downtown Saint
Paul, including the historical Pioneer and Endicott Buildings.
After seeing the initial success in Minneapolis, he was convinced
that Saint Paul needed to have skyways too. He built one in 1967,
linking the Federal Courts Building to the Pioneer Press Building.
13
Shin-Yi Skyways
The four branches of XINYI PLACE are located between Songzhi
and Songren Roads and connected by a skywalk to neighboring malls
(including TWTC).
14
Recently Constructed Bandra Skywalk
15

Mumbai Metropolitan Region Development Authority (MMRDA) has initiated a project of skywalks
under the Station Area Transit Implement Scheme (SATIS).
It integrates pedestrian movement with railway station. Bandra Skywalk, from Bandra Station (E) to
Kalanagar, covering 1.46 km having 4 mt wide walkway on Bandra (W) side and 864m on Bandra (E)
side. (Mumbai Metropolitan Region Development Authority 2008)
Name of Skywalk
Bandra (E) Court
Bandra (E) Kalanagar
Bandra (W)
Original date of completion
25-05-2009
24-06-2008
17-07-2009
Anticipated date of completion
13-02-2009
26-06-2008
15-08-2010
Name of Contractor
M/s Dass Offshore
M/s Dass Offshore
M/s L Kumar
Length of SKW (in M)
494
970
864
2328
Width of SKW (in M)
4&3
4&3
Name of PMC
S.N.Bhobe
S.N.Bhobe
S.N.Bhobe
S.N.Bhobe
Present status
Completed
Completed
Completed
Completed
Total
16

MUMBAI: The skywalk project has started yielding profits for the Mumbai
Metropolitan Region Development Authority ( MMRDA) which is raking in Rs 8.2
crore as advertisement revenue for the Bandra East and West skywalks.
They were expecting to generate more funds from the city's other skywalks. "There
are 30 skywalks in the city which are being used by a million people.
Some of them are in premium revenue generating spots and we hope to use the
funds generated for development projects in the city and region," he said.
The skywalk project was discontinued after strong protests from citizen groups.
Shopkeepers perceived them as a threat to their business.
The Bandra East skywalk was constructed in two phases, the Bandra station to
Bandra Court(494 metres) Bandra Station to Kalanagar(970 metres) and Bandra
West(864 metres).
In starting MMRDA tried to get advertising revenues from the Bandra skywalk
earlier they failed to get a proper response as there was a recession in the country.
17
Objectives of Developing Skyways in Foreign Countries

Because of the inclement weather in winter,
the skyway increased the property values of those second-story retailers and had attracted
large numbers of people to the area.
the skyway system had been continuously developed in Minneapolis and had formed a
traffic network in the city core.
From then on, the major goal of building the skyway system to provide a climate-controlled
environment had shifted to spur the citys economy.
to strengthen the public transit system
expand the service area, and
improve the entire areas development
The private developers, applied for linkages to the system in order to increase their own profits.
As a result, one can conclude that the skyway system in the Makuhari area is constructed for
the transportation and economic motives.
18
Benefits of Skyways
To provide a pedestrian-friendly environment and encourage the commercial
development in a city core are regarded as the two major and interrelated
advantages of skyways.
i. Creating Pedestrian-Friendly Environment- As they separates
vehicles & pedestrians improving safety & allowing pedestrians to stroll
freely if connected to different buildings of downtown.
ii. Encouraging Commercial Development
Traffic Aspect- Travel behaviour has been changed due to the development
of skyway system in downtown as it allows people to park in garages of
fringes & reach their destinations in city core.
Economic Aspect- Before planning of Skyway system the retailing in
downtown Minneapolis had been deteriorating which was able to recover
after that system planning, Kaufman (1985) also credits the skyway
system for assisting in transforming the city core into a popular spot with
a mixture of land uses.
19
Concerns on Skyway Development

i. Impact on Street-Level Retail
ii. Urban Design and City Image
iii. Issues on Traffic
The skyway entrances are usually located in private buildings,
making it hard for the skyway users to find their ways to the system.
Robertson (1994) therefore stresses the importance of a clear
directional system. Robertson (1994) observes that some of the
skyways in Minneapolis are not open in the night time or on
weekends, which affects the accessibility of the skyway system.
Moreover, the operating hours are inconsistent on holidays, causing
users to be unsure of when the skyways are open.
20
Conclusions from the Indian Literature Studies:

Major issues:
Lack of maintenance, damaged parts on skywalk either flooring or of roofing,
dark stretches and encroachment leads to insecurity and safety issues and may
create law and order problems especially for women at night.
Whether a facility is working in peak hour, it must fulfil the purpose for which it
is meant to i.e.; useful for crossing and walking all day and even in late night
hour.
Proper facility should be provided at places for commuters giving them
flexibility to get over and climb off the facility without extra efforts in case of
physically challenged it is mandatory.
It must connect variety of places or activities rather connecting a single activity
zone to make full use of it even in odd hours.
Another issue is of encroachment of areas under the skywalk structure so proper
monitoring by the local authorities and the police needs to be maintained.
200th
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Conclusions from the Literature Studies:

Learnings/ Inclusions that can be adopted from international casestudies:
A skywalk must be designed in a proper way that it would not deteriorate
the urban design of that area.
A Skywalk network must be developed by keeping in mind the different
variety of land uses and activities.
Such facility can be developed to connect buildings on upper floors to
make it more feasible and more efficient by providing a concourse level/
area for pedestrian circulation.
200th
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VARIOUS FUNDING OPTIONS TO DEVELOP SKYWALKInvolve private sector to reduce costs through higher efficiency
Compromise service quality to reduce costs
Exploit other assets property development
Make non-user beneficiaries pay
Public subsidy
23
Funding Options/ PPP

a)
b)
c)
d)
e)
Revenues from Hoardings/ advertisements on sides of Skywalk

Revenues from Rental from Kiosk along and below the staircases
Revenues from some portion of ticket fares of metro ride.
Revenues from tickets purchased by the tourist visiting tourist destinations.
Revenues from the private shopping centers/ malls being connected through the
skywalks.
f) Revenues from the places of sight seeing being connected with the skywalks (Museums,
Libraries etc.)
g) Funding from PPP model (concessioner generating revenue from by developing the
skywalk)
h) Revenues from exhibits displayed on the walls of skywalks
TAXATION
Employment Tax
Transport Tax: Like in Paris, companies employing more than nine people pay this tax a share of
the wage bill towards public convenience facilities.
Betterment Levy (Land Value Capture): This is a tax that the state collects on a plot of land that its
actions have in some way made better. A Share of enhanced value can be used toward financing
public transport and is being extensively followed in Colombia.
Other Dedicated Taxes: Tax on entry to core city area (like in London) etc.
COMMERCIAL EXPLOITATION OF PROPERTY
Exploit Air Rights Over Station Buildings, Terminals and other Facilities
Exploit Land Specially Provided for development
Build and Sell or Rent property: This can be used to meet capital costs or annual operating costs.
ADDITIONAL SOURCES
Advertising Revenues
Methodology adopted in the study:

Aim
Objectives
Relevant Literature studies
Best practices
Failure reasons
Inferences
from studies
Planning
considerations
Planning process for Skywalk

Primary Data Collection
Surveys
Pedestrian volume count
Origin & Destination survey
Willingness to use such facilities
Pedestrian opinion Survey
Warrants of Pedestrian facility planning

Pedestrian Accident Data
Advertisement Revenue Data
Skywalk Estimate Data
Data Analysis
Estimating & Costing
Financial Analysis
Calculation of Economic Losses
Economic Analysis
Conclusions
Planning proposal
200th
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STUDY AREAS PROFILE: ITO
200th
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Study Area Profile

The study area was choosen depending on various reasons. The growth of
Indraprastha area as a major work centre in Delhi has been very fast over the
past few decades and the problem of peak hour congestion is severe here.
LAND USE
DISTRIBUTION
Recreational
44%
Public Semi Public
28%
Govt Offices
17.5%
Commercial
12%
Educational
0.5%
Indraprastha, as a major work centre of Delhi, has almost 25000 employees

working here in 101 different institutions of govt. departments as well as
private sector offices. It is one of the main institutional areas in Delhi. It has
a railway station, 2 metro stations any many bus stops generating a lot of
pedestrian trips.
200th
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DATA ANALYSIS
29
Primary Data: Across Movement of Pedestrian
The above graph shows hourly variation in Pedestrian Volume across

Foot Over Bridge. The peak hour on FOB is at noon time (1:30- 2:30)
with 1524 footfalls while least at evening time (7:30- 8:30) with 533
counts as the pedestrian movement in area tends to decrease in evening.
This graph shows maximum pedestrian flow in morning (9:30- 10:30)

along Pragati Maidan- RCA Chowk with 2777 pedestrians walking
along and least in afternoon (2:30- 3:30) with 1194 pedestrians.
The graph shows hourly variation in Pedestrian Volume across Ram

This graph indicates maximum pedestrian flow in morning along
Charan Agrawal Chowk. The peak hour on junction is in morning
RCA Chowk- SPA in morning peak hour (9:30- 10:30) with 3680
(9:30-Thursday,
10:30) with
174002,
Pedestrians
least in afternoon
time
(2:303:30)
pedestrians
and
least in evening (6:30- 7:30) with 1404 pedestrians.
January
2014
200th
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with 1114 footfalls.
Primary Data: Pedestrian Survey Analysis
It is clear from the chart that maximum people

i.e.; about 75% travels in area for work
purpose only as it is an institutional area and
next comes the purpose of education with
approx. 18%.
These pedestrians visiting the area are

regular visitors with 85% of the people
visiting ITO daily for work & education
purpose.
The 65% of the pedestrians walking in

area the area are visitors from different
parts of NCR while other 5% are local
residing nearby areas of ITO.
78% of the pedestrians walking in

area the area male while females are
22% only.
55% of the pedestrians are from age group

of 20-30 years and 42% of age group 30-40
years of age which shows large no. of
pedestrians capable of walking.
Total 63% of the total pedestrians think that

the quality of facility for pedestrian is of good
quality and they are satisfied with that while
other 37% finds it unsatisfactory.
Primary Data: Pedestrian Survey Analysis
Majority of the surveyed pedestrians i.e.;

approx. 78% thinks that the surrounding
walking environment is not safe while
only 28% says that its safe.
39% of the surveyed pedestrians are

ready to pay for using the facility while
61% thinks that it must be a free service
and they are not going to pay.
Only 30% of the pedestrians of the

surveyed
pedestrians
feels
that
surrounding walking environment is
pleasant while other 70% thinks that its
not.
25% of the pedestrians of the total 39%

who are ready to pay are ready to pay up
to 3/- as usage charges for the facility
while remaining 61% had already
refused to pay.
80% of the surveyed people said that

they are ready to shift to such an
elevated facility which not only
protects them from climate and also
provide them a kind of secure feeling.
Crossing facility not satisfactory because no

shading provided, the crossing is not safe and also
environment is not pleasant because vehicular
traffic is high, there is litter on FOB, it is long & far
& steps are inconvenient.
Crossing facility is unsatisfactory because it is
discontinuous & not safe as it is accident prone due
to too much traffic, FOB is inconvenient,
surrounding walking environment is not pleasant as
it is crowded & its not safe because of lot of
vehicular activity. Crossing facility is not safe as
vehicles does not stops at stop line, FOB is having
ramp design inappropriate, surrounding walking
environment is not safe as it is crowded.
Crossing facility is unsatisfactory because it is far
from college & not safe due to traffic.
surrounding walking environment is not pleasant
because of traffic & pollution, it is not safe because

Calculation of Economic Losses Due to Accidents & Waiting at Junction
Economic Losses
Avg. Monthly Income @ 25 working Days
1 Day income @ 8 hrs. a day
Hourly Income
income/ minute (in Rs.)
Economic loss of delay at junction/ person/ crossing @3 min./ crossing (in Rs.)
No. of persons crossing in peak hour
No. of persons crossing in 12 hour
Economic loss of delay at junction in peak hour (in Rs.)
Economic loss of delay at junction/ Day (in Rs.)
Economic loss of delay at junction/ Month (in Rs.)
Economic loss of delay at junction/ person/ year
Average Economic losses incurred due to road accidents in a year
Total Economic losses incurred in a year
Rs. 35,000
Rs. 1,400
Rs. 175
Rs. 2.92
Rs. 8.75
1,740
16,535
Rs. 15,225
Rs. 1,44,681
Rs. 36,17,031
Rs. 4.34 Crore
Rs. 0.818 Crore
Rs. 5.16 Crore
Calculation of Advertisement Revenue Costing

Advertisement Revenue Costing
Total length of Skywalk (in m)
Height of advertisement panel from floor (in m)
Maximum height of advertisement panel in Skywalk (in m)
Taking average height of advertisement panel in Skywalk (in m)
Total advertiseable length on Skywalk @ 20% (in m)
Total advertiseable area on Skywalk @average 1.5m height panel (in sq.m)
MCD charges for advertisements per sq ft/ month
MCD charges for advertisements per sq m/ month
Total revenue from advertisements on Skywalk/ month
Total revenue in 1st year, from advertisements
1,000
1.8
3.0
1.5
400
600
819
8,816
52.89 Lakhs
6.35 Crore
200th
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Project Cost
Various items for estimating the project cost
a) Cost of elevated structure
b) Cost of travelator
c) Cost of escalator/ stair case
d) Links cost between building and the elevated structure
e) Lighting cost
f) Cost of the roof
g) Cost for plantations
h) Cost of signage
i) Cost of diversion of utilities
j) Cost of additional structure to support kiosk/ any business activities for generation of revenues
k) Operation Cost
l) Maintenance cost
Project Cost
Cost Estimate The cost of the skywalk is estimated by referring the cost of the various items to be used in the construction of the
facility with the reference of the cost of construction of the Bandra Skywalks of Mumbai. The cost estimation also
refers the estimate process adopted by the IL&FS for their work for Pre-Feasibility Report for Development of
Modern Foot Over Bridges on PPP format for each City in Karnataka to Infrastructure Development Department.
Data Used For Calculation:
Length of Skywalk
-1000 m (approx.)
Cost of Skywalk
-40,00,00,000 (approx.)
Tentative time required to Construct Skywalk
-12 months
Installation & Maintenance cost of Escalators
-75 lakhs for 3 years
Installation & Maintenance cost of Lift
-10 lakhs for installation & maintenance varies
Adertisement Revenue of the Skywalk:
ADVERTISEMENT charges of MCD was referred & considering the 20% of the length of the skywalk to be used for
advertisement on both sides of the walkway.
Total advertisement revenue of 1st year
-Rs. 6.35 Crore
FEASIBILITY STUDYThe detailed Feasibility study has conducted with respect to both
Economic & Financial aspects. For the feasibility analysis cost
estimate is prepared, some assumptions were also made then
calculations are done for both financial and economic analysis.
36
AssumptionsThe following are the key assumptions in Economic Analysis:

Construction period
-12 months (July 2013- June 2014)
Project concession period
-30 years
Project cost
-40 Crore (approx.)
Discount factor
-10%
The average monthly income
-35000/No major repair works needed after a time period as maintenance work is carried out every year will be sufficient.
The following are the key assumptions in Financial Analysis:
Key assumptions in Financial Analysis:
Tax rate
-35%
Discount rate
-10%
Depreciation Rate of structure cost
-25%
Equity @33.33% and Debt @66.67%
Loan Amount
-13.5 Crore in each 1st & 2nd year
Future value of 20 Cr for 1st year
-23.2 Crore
Future value of 20 Cr for 2nd year
-26.912 Crore
Total Future Value of Loan
-50.112 Crore
Loans repay time
-10 years
Interest rate-16%
Annuity-7.00 Crore
37
Economic Analysis:
While working out the economic losses due to the
delay incurred for crossing a road in busy ITO area.
On the basis of the above assumptions supported with
observed average delay due to crossing of road by
pedestrians of 3 minutes, the total economic losses by
the pedestrians using ITO area on a normal day was
worked out & found Rs. 3.92 Crore per year.
Financial Analysis:
The financial analysis was done with the above
specified assumptions and the further analysis shows
with respect to NPV, B/C ratio & FIRR method
shows the values to be Rs. 36.97 Crore, 5.78 &
19.685% respectively.
EIRR
10%
NPV (in Crore)
89.3
Discounted Benefit (in
Crore)
140.66
Discounted Cost (in
Crore)
51.36
B/C Ratio
2.74
FIRR
19.685
%
NPV (in Crore)

36.97
Discounted Benefit (in
Crore)
296.68
Discounted Cost (in
Crore)
51.36
38
B/C Ratio
5.78
Cost Benefit Analysis (in Crore)

Project
Year
yrs.
-1 2013
0 2014
1 2015
2 2016
3 2017
4 2018
5 2019
6 2020
7 2021
8 2022
9 2023
10 2024
11 2025
12 2026
13 2027
14 2028
15 2029
16 2030
17 2031
18 2032
19 2033
20 2034
21 2035
22 2036
23 2037
24 2038
25 2039
26 2040
27 2041
28 2042
29 2043
30 2044
Total 30 yrs
Capital
Cost
24.00
16.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
40.00
Cost
Considered
Operation Maintenance
Total Cost Total Cost
Cost
Cost
0.00
0.00
24.00
21.60
0.00
0.00
16.00
14.40
0.80
0.77
1.57
1.41
0.80
0.77
1.57
1.41
0.80
0.77
1.57
1.41
0.80
0.77
1.57
1.41
1.60
0.77
2.37
2.13
0.84
0.81
1.65
1.48
0.84
0.81
1.65
1.48
0.84
0.81
1.65
1.48
0.84
0.81
1.65
1.48
1.68
0.81
2.49
2.24
0.88
0.85
1.73
1.55
0.88
0.85
1.73
1.55
0.88
0.85
1.73
1.55
0.88
0.85
1.73
1.55
1.76
0.85
2.61
2.35
0.93
0.89
1.81
1.63
0.93
0.89
1.81
1.63
0.93
0.89
1.81
1.63
0.93
0.89
1.81
1.63
1.85
0.89
2.74
2.47
0.97
0.93
1.90
1.71
0.97
0.93
1.90
1.71
0.97
0.93
1.90
1.71
0.97
0.93
1.90
1.71
1.94
0.93
2.88
2.59
1.02
0.98
2.00
1.80
1.02
0.98
2.00
1.80
1.02
0.98
2.00
1.80
1.02
0.98
2.00
1.80
2.04
0.98
3.02
2.72
32.65
26.07
98.72
88.85
Delay cost
0.00
0.00
4.34
4.77
5.25
5.78
6.35
6.99
7.69
8.46
9.30
10.23
11.26
12.38
13.62
14.98
16.48
18.13
19.94
21.94
24.13
26.55
29.20
32.12
35.33
38.87
42.75
47.03
51.73
56.90
62.59
68.85
713.98
Benefit
Discount
Discount Discount
FactorNPV
Accident
Cost
Benefit
Total Benefits
10%
Cost
0.00
0.00
0.0000
21.60
0.00
-21.60
0.00
0.00
1.0000
14.40
0.00
-14.40
0.82
5.16
0.9091
1.28
4.69
3.41
0.90
5.67
0.8264
1.17
4.69
3.52
0.99
6.24
0.7513
1.06
4.69
3.63
1.09
6.87
0.6830
0.96
4.69
3.73
1.20
7.55
0.6209
1.32
4.69
3.37
1.32
8.31
0.5645
0.84
4.69
3.85
1.45
9.14
0.5132
0.76
4.69
3.93
1.59
10.05
0.4665
0.69
4.69
4.00
1.75
11.06
0.4241
0.63
4.69
4.06
1.93
12.16
0.3855
0.86
4.69
3.83
2.12
13.38
0.3505
0.54
4.69
4.14
2.33
14.72
0.3186
0.50
4.69
4.19
2.57
16.19
0.2897
0.45
4.69
4.24
2.82
17.81
0.2633
0.41
4.69
4.28
3.11
19.59
0.2394
0.56
4.69
4.13
3.42
21.55
0.2176
0.36
4.69
4.33
3.76
23.70
0.1978
0.32
4.69
4.37
4.13
26.07
0.1799
0.29
4.69
4.40
4.55
28.68
0.1635
0.27
4.69
4.42
5.00
31.55
0.1486
0.37
4.69
4.32
5.50
34.70
0.1351
0.23
4.69
4.46
6.05
38.17
0.1228
0.21
4.69
4.48
6.66
41.99
0.1117
0.19
4.69
4.50
7.32
46.19
0.1015
0.17
4.69
4.51
8.05
50.81
0.0923
0.24
4.69
4.45
8.86
55.89
0.0839
0.15
4.69
4.54
9.75
61.48
0.0763
0.14
4.69
4.55
10.72
67.62
0.0693
0.12
4.69
4.56
11.79
74.39
0.0630
0.11
4.69
4.57
12.97
81.82
0.0573
0.16
4.69
4.53
134.50
848.48
51.36
140.66
89.30
Project
Capital
Year
yrs.
Cost
-1
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
26
27
28
29
2013
2014
2015
2016
2017
2018
2019
2020
2021
2022
2023
2024
2025
2026
2027
2028
2029
2030
2031
2032
2033
2034
2035
2036
2037
2038
2039
2040
2041
2042
2043
24.00
16.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
FINANCIAL ANALYSIS (in Crore)

O&M
Net
Profit
Advertiseme Commerci Total
Interest Depreci
Expense operating
Before
nt Revenue al Revenue Revenue
paid
ation
s
income
Taxes
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
6.35
3.60
9.95
1.57
8.38
5.41
8.46
-5.49
6.66
4.14
10.80 1.57
9.24
5.16
6.34
-2.26
7.00
4.76
11.76 1.57
10.19
4.86
4.76
0.57
7.35
5.48
12.82 1.57
11.26
4.52
3.57
3.17
7.72
6.30
14.01 2.37
11.64
4.13
2.68
4.84
8.10
7.24
15.34 1.65
13.70
3.67
2.01
8.02
8.51
8.33
16.83 1.65
15.19
3.13
1.51
10.55
8.93
9.58
18.51 1.65
16.86
2.51
1.13
13.22
9.38
11.01
20.39 1.65
18.75
1.80
0.85
16.10
9.85
12.66
22.51 2.49
20.03
0.97
0.63
18.43
10.34
14.56
24.90 1.73
23.18
0.00
0.48
22.70
10.86
16.75
27.60 1.73
25.88
0.00
0.36
25.52
11.40
19.26
30.66 1.73
28.93
0.00
0.27
28.66
11.97
22.15
34.12 1.73
32.39
0.00
0.20
32.19
12.57
25.47
38.04 2.61
35.43
0.00
0.15
35.28
13.20
29.29
42.49 1.81
40.68
0.00
0.11
40.56
13.86
33.69
47.54 1.81
45.73
0.00
0.08
45.64
14.55
38.74
53.29 1.81
51.47
0.00
0.06
51.41
15.28
44.55
59.83 1.81
58.01
0.00
0.05
57.97
16.04
51.23
67.27 2.74
64.53
0.00
0.04
64.50
16.84
58.92
75.76 1.90
73.86
0.00
0.03
73.83
17.68
67.76
85.44 1.90
83.54
0.00
0.02
83.52
18.57
77.92
96.49 1.90
94.58
0.00
0.02
94.57
19.50
89.61 109.10 1.90
107.20
0.00
0.01
107.19
20.47
103.05 123.52 2.88
120.64
0.00
0.01
120.64
21.49
118.51 140.00 2.00
138.00
0.00
0.01
138.00
22.57
136.28 158.85 2.00
156.85
0.00
0.00
156.85
23.70
156.73 180.42 2.00
178.42
0.00
0.00
178.42
24.88
180.24 205.12 2.00
203.12
0.00
0.00
203.12
Net Profit
Present Discount
Cash Flow
Taxes
After
Value of Factor- NPV
After Taxes
Taxes
CFAT
10%
0.00
0.00
-24.00
-24.00
0.0000 -23.87
0.00
0.00
-16.00
-16.00
1.0000 -14.40
0.00
-5.49
4.86
4.42
0.9091 7.02
0.00
-2.26
5.89
4.86
0.8264 6.36
0.00
0.57
7.03
5.28
0.7513 5.76
0.00
3.17
8.32
5.68
0.6830 5.23
0.00
4.84
8.96
5.57
0.6209 4.48
1.97
6.06
9.35
5.28
0.5645 4.30
2.58
7.96
10.57
5.42
0.5132 3.92
3.24
9.98
11.99
5.59
0.4665 3.57
3.94
12.16
13.63
5.78
0.4241 3.27
4.51
13.91
14.88
5.74
0.3855 2.88
7.94
14.75
15.23
5.34
0.3505 2.73
8.93
16.59
16.95
5.40
0.3186 2.50
10.03
18.63
18.90
5.47
0.2897 2.30
11.27
20.92
21.12
5.56
0.2633 2.12
12.35
22.93
23.08
5.53
0.2394 1.91
14.20
26.37
26.48
5.76
0.2176 1.80
15.98
29.67
29.75
5.89
0.1978 1.66
17.99
33.42
33.48
6.02
0.1799 1.54
20.29
37.68
37.73
6.17
0.1635 1.43
22.57
41.92
41.96
6.24
0.1486 1.31
25.84
47.99
48.02
6.49
0.1351 1.23
29.23
54.29
54.31
6.67
0.1228 1.14
33.10
61.47
61.48
6.87
0.1117 1.07
37.52
69.67
69.68
7.07
0.1015 0.99
42.22
78.41
78.42
7.24
0.0923 0.92
48.30
89.70
89.70
7.53
0.0839 0.86
54.90
101.95
101.96
7.78
0.0763 0.81
62.45
115.97
115.98
8.04
0.0693 0.76
71.09
132.03
132.03
8.32
0.0630 0.71
Conclusions of the Analysis:

1. Analysis of the pedestrian traffic with respect to magnitude along the road
reveals that pedestrians are exposed to very deteriorating level of service
primarily dictated by level of service F.
2. Average pedestrian delay observed in front of Police Head Quarters is more
than one and half minutes reflecting the quality of Level of Service F.
3. Study reveals that the delay experienced by the pedestrians at the
intersection is more than 2 minutes; this also reflects deteriorating condition
of pedestrian movement dictated by Level of Service F.
4. Analysis further reveals at least there are 2 victims of pedestrian traffic
killed in the ITO area per year.
5. The analysis with respect to PV2 suggests the need for grade separated
facility.
Conclusions of the Analysis:

6. The study also reveals that 39% of the pedestrians are willing to pay at least
Rs. 2/- for using the skywalk facility & total of 80%pedestrians would be
interested to shift for the skywalk facility.
7. Economic & financial analysis also suggest a significant benefit to be
approved as against the total cost of the development of skywalk with a
EIRR & NPV of 10% & 34.63% Crore and FIRR 22% & NPV 36.97 Crore
respectively.
8. The problem of pedestrian traffic moving along & across the road in the
area is as severe as indicated above with respect to LOS & coupled with
accident more than 5/ year. This is one of the serious issues of pedestrian
problem to be addressed & can be addressed only through the gradeseparated facility like Skywalk.
TENTATIVE GUIDELINES:
TENTATIVE GUIDELINES By understanding the different case studies and the present condition of the study area
an approach to the tentative Guidelines for development of Skywalk is been developed
as follows:
General:
Where appropriate facilities for pedestrian traffic at grade, cannot be accommodated or
not feasible.
If strong desire line for pedestrian movement exist within 150 m of the landing of an
existing flyover.
Preferably grade separated crossings to be planned & designed as a part of an integrated
BRT proposal.
Exceptional FOB may be permitted where a facility for pedestrian movement at grade
is not possible to be accommodated or feasible.
Source: UTTIPEC
Location:
Should be developed at a large scale pedestrian generating areas possibly linking of areas such
as shopping, School, Civic, Public- Semi public, Bus Station, Railway Station, etc.
Accessibility Consideration:
Skywalk should be free from encroachment.
Free from all kinds of encroachments in general pedestrian dispersal point in particular.
Engineering feasibility:
A minimum or 3 m of width of skywalk is preferable where without any commercial
exploitation & minimum of 5 m is required for commercial exploitation with respect to
accommodating shops within the skywalk.
Minimum width of staircase- 3 m
Vehicle clearance- 5.5 m from road surface
All public staircase, ramp/ elevator design standards to be followed.
Cycle Elevators should be provided at every alternate FOB and should be 1400 x 2000 mm
Relocation of overhead services must be considered while designing the structure.
Source: UTTIPEC
Usability:
All year round weather protection- It should ensure all year round weather protection.
Lighting for safety and visibility Skywalk must deliver a sense of security and safety even during evening/night.
Adequate lighting must be provided at both access points and along the Skywalk.
Lighting level on and around the Skywalk must be minimum 20 lux.
Access to the FOB should also be well lit.
Seating Resting places and seating must be provided at minimum two locations along the Skywalk and
at every 100 m length of skywalk.
Garbage Disposal Garbage bins must be located adjacent to both access points.
Way Finding/information maps Signage indicating the location of various activity zones as per standards must be provided as
per standard. Where appropriate, particularly near pedestrian attractors, way-finding /
information maps must be provided.
Source: UTTIPEC
Guidelines based on Economic Analysis:
It should have minimum EIRR of 10% with positive NPV coupled with B/C ratio to be more
than 1.
Based on minimum number of fatalities 2 in a year.
Guidelines based on Financial Analysis:
FIRR should be 18% with substantial NPV values.
PPP modal should be one of the means of successful implementation of for a Skywalk
facility.
The following funding options could be used for successful development of Skywalk facility.
Revenues from Hoardings/ advertisements on sides of Skywalk
Revenues from Rental from Kiosk along and below the staircases
Revenues from some portion of ticket fares of metro ride.
Revenues from tickets purchased by the tourist visiting tourist destinations.
Revenues from the private shopping centers/ malls being connected through the skywalks.
Revenues from the places of sightseeing being connected with the skywalks (Museums,
Libraries etc.)
Funding from PPP model (concessioner generating revenue from by developing the skywalk)
Revenues from exhibits displayed on the walls of skywalks
Other factors to be considered from Planning point of view:

1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
Width of Median.
Magnitude of pedestrian traffic crossing the road intersections
Approximate number of jaywalkers
Height and age of the buildings abutting the development
Terrain of the underlying roads
Degree of conflicts between magnitude of vehicular and pedestrian traffic
Abutting Land use
Delay and frustration experienced by the pedestrians in crossing the roads
Magnitude of pedestrian traffic involved in road traffic accidents while crossing.
Skywalk would be appropriate with the possibility of linking business activities with the
pedestrian areas.
11. Planning & Designing should ensure direct accessibility on link between the activity
generating areas.
CONCLUSIONSFrom the above study it is observed and proved that the existing condition
of the study area is very deteriorating from the pedestrian point of view and
hence some improvement is needed in extreme urgency for betterment of
the condition. The study also proves that from the aspect of Economic &
Financial Analysis the planning of a facility like Skywalk is feasible and
the pedestrian are ready to use such facility for safety, time saving and
convenience.
REFERENCESAnnual Report- Government of India Ministry of road Transport and Highways Transport Research Wing, 2011, New Delhi,
Road Accidents in India.
Australian Standards AS1428
Chapter 12.06 SKYWALK ORDINANCE, 12.06.090 Minimum Design Standards,
70.168.205.112/davenport_ia/lpext.dll/Infobase/dportt12.htm/t12_06.htm?fn=document-frame.htm&f=templates&2.0
Accessed 04/12/2012, 12:08
Evaluation of capacity augmentation projects of National Highways and State Highways, (2000), Final Report, Ministry of
Surface Transport, GOI, New Delhi
IRC: 103-2012
KSIIDC-IL&FS Project Development Company (KIPDC), 28th October, 2009, Pre-Feasibility Report for Development of
Modern Foot Over Bridges on PPP format for each City in Karnataka to Infrastructure Development Department.
Mohan, D. Traffic Safety and Healthy Indian Cities. IIT, New Delhi
PAI, J.T., Lee, C.P. and Cheng, J.J. 2007. Exploring Issues and Strategies of Developing Skyway Systems: A Case Study of
THE Taipei Shin-Yi District Journal of the Eastern Asia Society for Transportation Studies, Vol. 7, 1781-1793
Partheeban, P., Arunbabu, E. and Rani Hemamalini, R. 2008. Road accident cost prediction model using systems dynamics
approach TRANSPORT, 23(1): 5966
UTTIPEC Street Design Guidelines
THANK YOU !

Planning of Skywalk in An Institutional Area Study Area: Ito, Indraprastha

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PLANNING OF SKYWALK IN AN INSTITUTIONAL AREA

STUDY AREA: ITO, INDRAPRASTHA

Dr. P.K. Sarkar

Prakash Chand Arya

Planning of Skywalk in an Institutional Area

Pedestrian traffic exposed to road accidents

Thursday, January 02, 2014

Planning of Skywalk in an Institutional Area

Need of the Study

Planning of Skywalk in an Institutional Area

Planning of Skywalk in an Institutional Area

Planning of Skywalk in an Institutional Area

Methodology adopted in the study:

Planning process for Skywalk

Secondary Data Collection

Estimating & Costing

Calculation of Economic Losses

PLANNING & DESIGN CONSIDERATION OF SKYWALK

Other Factors to be considered from Planning Point of View:

Planning of Skywalk in an Institutional Area

Points for Consideration for Economic Feasibility of Developing Skywalks

Planning of Skywalk in an Institutional Area

Planning of Skywalk in an Institutional Area

Best Practices on Skywalk

Thursday, January 02, 2014

Planning of Skywalk in an Institutional Area

Downtown Minneapolis Skywalk

Thursday, January 02, 2014

Planning of Skywalk in an Institutional Area

Downtown Saint Paul

Thursday, January 02, 2014

Planning of Skywalk in an Institutional Area

Thursday, January 02, 2014

Planning of Skywalk in an Institutional Area

Recently Constructed Bandra Skywalk

Thursday, January 02, 2014

Planning of Skywalk in an Institutional Area

Bandra Skywalks, Mumbai

Bandra (E) Court

Bandra (E) Kalanagar

Original date of completion

Anticipated date of completion

M/s Dass Offshore

M/s Dass Offshore

Length of SKW (in M)

Width of SKW (in M)

Thursday, January 02, 2014

Planning of Skywalk in an Institutional Area

Bandra Skywalks, Mumbai

Planning of Skywalk in an Institutional Area

Objectives of Developing Skyways in Foreign Countries

Thursday, January 02, 2014

Planning of Skywalk in an Institutional Area

Planning of Skywalk in an Institutional Area

Concerns on Skyway Development

Thursday, January 02, 2014

Planning of Skywalk in an Institutional Area

Conclusions from the Indian Literature Studies:

Conclusions from the Literature Studies:

Thursday, January 02, 2014

Thursday, January 02, 2014

Planning of Skywalk in an Institutional Area

Funding Options/ PPP