BRTS in Mumbai - Pawan Mulukutla

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BRTS in Mumbai Pawan K Mulukutla, Project Manager, Integrated Urban Transport, EMBARQ India
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SESSION 2A - ‘Bus Rapid Transit – Stories from 2013

Transcript of BRTS in Mumbai - Pawan Mulukutla

Page 1: BRTS in Mumbai - Pawan Mulukutla

BRTS in MumbaiPawan K Mulukutla, Project Manager, Integrated Urban Transport, EMBARQ India

Page 2: BRTS in Mumbai - Pawan Mulukutla

Significant increase in population in the western and central suburbs

Population Growth (1971 – 2001)

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Mode Share by Number of trips- Excluding Walk Trips

Train Bus Taxi/Rikshaw Two Wheeler Car0%

10%

20%

30%

40%

50%

60%52%

26%

9% 8% 5%

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Vehicle Distribution in Mumbai

Two Wheelers; 55.7%Four Wheelers; 30.6%

Auto Rick-

shaws; 5.5%

Buses; 0.5%

Trucks; 3.9% Others; 3.8%

Two Wheelers

Four Wheelers

Auto Rickshaws

Buses

Trucks

Others

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A complex city like Mumbai needs sustainable transport initiatives that are frequent, reliable and allows flexibility

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Improve connectivity and mobility, in areas of substantial population growth and further

Optimize the use of existing space through increase in capacity and capability

Strengthen Existing Institutions

Can be implemented within a short time period

Complement and support other mass transport initiatives

Why BRTS in Mumbai ?

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Vicious Circle

Longer Cycle Times

Lower Frequency

Lower Public Transport Demand

Increased Private Vehicle

Increased Congestion

Reduced

Revenue

Customer Dissatisfacti

on

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Bus service is not reliable

Frequent breakdown of the buses

Spending 2-3 hours total on traffic everyday

Even after paying so heavily, if one would continue to get a

poor quality service

Passenger Survey - May 2012

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Source: Press-Office of City, Munster, Germany

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Bus Ridership in Mumbai

38

40

42

44

46

48

46

41 41

43

44

45

41 41

42

Passengers /day (Lakhs)

1999 2000 2001 2002 2003 2004 2005 2006 2007

Source: BEST Working Paper, TCS

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What can a BRTS do for Mumbai ?

Cut down Cycle Times

+Better Service

Customer Satisfaction

Increased Ridership

Reduced Private Vehicle

Reduced Congestion

Increased

Revenue

BRTS

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Proposed BRTS Network

Line 1: WEH - 24kmLine 2: JVLR - 11kmLine 3: EEH - 23kmLine 4: SCLR - 7kmLine 5: CMLR - 4kmLine 6: LBS - 22kmLine 7: Ghodbunder - 20kmLine 8: Bandra – Sion - 3km

114 km Overall Network

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Data analysis at WEH

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Proposed WEH BRTS Network

Line 1: WEH – 24 km

116 km Overall Network

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DAHISAR

KALANAGAR

Existing Scenario• 51 Routes• 538 Buses• Long

distance routes

• Very high cycle times

• Average speeds 8-12 kmph during peaks

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Where do people travel ?

WEH

Outside

0%5%

10%15%20%25%30%35%40%45%50%

WEH

Outside

48%

26%

20%

7%

WEH

Outside

0%10%20%30%40%

WEH

Outside

40%

30%

10%

20%

WEH

Outside

0%

20%

40%

WEHOutside

40%

30%

20%

10%

BEST PassengersAuto Users

2W Users

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How do people travel ?Cars; 16%

Autos; 11%

Two wheel

ers; 10%

BEST buses; 52%

Others; 11%

Cars; 32%

Autos; 21%

Two wheelers; 21%

BEST buses;

2%

Others; 25%

Distribution by Commuters

Distribution by Vehicles

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we need an integrated network

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Large Stations along the medians

Articulated Buses – high capacity

Passing Lane

Prepayment for tickets

Level Boarding - Low Floor/High Floor

BRTS Components for 21,000 pphpd

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Quality

The BRTS will be distinguished for its excellence in infrastructure, stations, vehicles, technologies and operations, providing a competitive alternative to motor vehicles

Integration

The BRTS will be integrated with other transport modes, particularly walking, biking, the metro, the regional rail and other bus services AND with the developments around it

Sustainability

The BRTS will reduce harmful emissions, provide improved service for all road users, and will be cost effective

Safety

The BRTS will enhance traffic safety for all road users, specially the most vulnerable

BRTS Suggested Design Principles

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how will these services be operated ?

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DAHISAR

KALANAGAR

Bus Priority on WEH

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DAHISAR

KALANAGAR

Trunk-Feeder System

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DAHISAR

KALANAGAR

BKC

SEEPZ

Bus Priority on WEH with few Feeder Systems

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Great Potential (High Ridership of Buses + Autos + Motorcycles)- 21,000 pphpd

Western Express Highway is part of larger system providing north-south as well as east-west connectivity

Passenger opinion survey emphasized on reliability and need for reduced travel times

Findings and Recommendations

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Traffic Impact Analysis on non-BRTS lanes

Weaving Analysis for buses to slip in and out of BRTS lanes

Impact Analysis - Travel times (in-vehicle travel time, waiting and transferring)

Aggregated economic value of travel time

Work in Progress

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Detailed analysis of the options best suited to the demand

Defining the Operation Plan

Drafting the Concept design

Our present efforts are put towards

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