Bus Rapid Transit System :

Case Studies

By

Mr. Apparao Gandi

Assistant Professor

Department of Civil Engineering

GITAM University- Hyderabad

Guest Faculty, Center for Transportation Engineering,

JNTU-Hyderabad

Talk delivered at

Training program on Multi Model Transport System for

Environmental and Social Co – Benefits

At Dr. MCR HRDI , Hyderabad

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Issues in planning for public transport

systems in India

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Cities in India are getting Choked

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•

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Urban population projections

The next one generation in India will add as many urban

residents as has been added since the beginning of mankind7

Efforts so far…

• Road widening for vehicles - often compromising footpaths

• Flyovers

• A few cities have opted for metro rail

• Some others now opting for BRTS

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Need to shift people from

personal motor vehicles to

public transport & non-

motorized modes.

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Therefore:

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The thrust of our efforts has to be on

shifting 2-wheeler users and old car users to

public transport and non-motorized modes.

Why will people shift???

• Standard Logit model for mode shift

– Travel time

– Waiting time

– Price

• If this is the basis for mode split, no one will

shift from 2-wheelers to public transport

• Yet people are willing to shift

• What makes them do that?12

Is it:• Safety

• Comfort

• Pollution

• Hassles of driving on congested roads

• Weather

• Opportunity for social inter-action

• What else?

• Subject of research13

Issues in planning for public

transport

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Coverage – accessibility

Technology – cost Vs. capacity

Pricing /fares – who should pay

Regulation and management – role of the private sector

To Overcome all these issues BRTS is

coming into the Picture

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BUS RAPID TRANSIT

SYSTEM (BRTS)

BUS RAPID TRANSIT SYSTEM (BRTS)

WHAT IS BRTS …???

• Bus Rapid Transit (BRT) or High Capacity Bus

System (HCBS) is a high quality, ultra modern,

customer oriented transit option that could

deliver fast, comfortable and cost-effective

urban mobility, quite similar to metro rail.

Cont..

• This highly effective and economical mass transit

option is now a way of life in many developing as

well as developed countries such as China,

Taiwan, Brazil, Columbia, Ecuador, Japan, United

States of America, Australia, New Zealand,

England, France and so on.

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Introduction:-

• BRT is a suite of elements that

create a high quality rapid

transit experience using rubber

tired vehicles.

• This experience often includes

a high degree of performance (

especially speed & reliability),

ease of use, careful attention to

aesthetics.

WHY BRTS….?

• Urgent need for efficient mass transport system.

• Scope for both low density and high density passenger movement.

• Low cost transit solution.

• Less time for planning and construction, more flexibility.

• Higher speed with little delay for buses.

WHY BRTS….?

• Vital component of overall transport plan for the city.

• Can be operated according to the city ethos (culture).

• Scope for public private synergy.

• Environment friendly.

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BRTS TERMINAL

MAIN FEATURES OF BRTS

• Dedicated (bus-only) running ways (preferably,physically separated from other traffic)

• Accessible, safe, secure and attractive stations.

• Easy-to-board, attractive and environmentallyfriendly vehicles.

• Efficient (preferably off-board) fare collection.

• Its applications to provide real-time passengerinformation, signal priority and servicecommand/control.

• Frequent, all-day service.

MAIN FEATURES OF BRTS

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• At-grade bus lanes preferred for increasing

commuter access, operational flexibility and

reducing costs.

• Priority for buses at intersections.

• Urban / low floor buses.

• Properly designed bus shelters for efficient and

safe boarding / alighting

• Pedestrian facilities for ‘along' and ‘across'

movements.

• Inter-modal integration through single ticketing

for seamless travel.

PRINCIPLES OF BRTS

• Move people as effectively as rail at a potentially lower

initial capital cost

• Fully utilize existing roadways, rights-of-way, and

station sites

• Take advantage of available technology (e.g., automatic

vehicle location, passenger information, signal priority,

and “Smart Card” type fare collection)

• Apply incremental system development, based on

demand and funding

• Maximize operating flexibility

• Change the mindset for bus transit – from conventional

bus fleet operations to state-of-the-art transit systems

that are convenient, reliable, attractive, and comfortable

COMPONENTS OF BRTS

A BRT system combines flexible service and new technologies to improve customer convenience and reduce delays. While specific BRT applications vary, the components may include:– Running ways

– Vehicles

– Stations

– Route structure and schedule

– Fare collection

– Advanced Technology

TYPES OF RUNNING WAYS

• Running way types vary in the degree of grade separation &

lateral segregation from general purpose traffic.

• Running ways can be classified into three types

a. Separate

b. Freeway

c. Urban street

Separate Running way

• A Separate running way is

the most developed form

of a busway & consists of a

road or guideway to built

on its own alignment.

• It can include both at grade

& grade separated

intersections with cross-

streets

• A separate running way

developed with a guided

track using curb or

another low barrier on

the outside of the track

to help steer vehicles is

referred to as a guide way,

the figure illustrates a

guide way.

FREE WAY

• A free way running way is built with in the limits of the

cross-section of free way, either as a part of new

construction or existing.

• The running ways geometry is controlled by geometry of

freeways general traffic lanes.

• The running ways can have one of three forms

a. A median bus way

b. HOV lanes

c. Shoulder

A Median Bus way

• A dedicated bus facility

in the median area

usually separated

physically from other

forms of traffic and

other types of BRT.

The figure illustrates a

median bus way

HOV lanes

• A running way

shared with high

occupancy vehicles

on either sides or the

outer lanes of the

freeway. the figures

illustrates a HOV

lanes

Shoulder

• Permitted use of the

outside shoulder of the

general traffic lanes by

BRT vehicles.

• Some times limited to

peak hour periods or

congested conditions.

URBAN STREETS

• An urban street BRT running way is developed with in

the limits of the roadway cross section either as part of

new construction or existing facility.

• The running way has one of three forms

a. Median bus way

b. Bus lane

c. Mixed use lane

Median bus way :-

• A dedicated bus facility is a

median area sometimes

shared with other high

occupancy vehicles and

sometimes physically

separated from traffic. the

figure illustrates the median

bus way

Bus lane

• Similarly to a median

busway but tipically located

on the out side of the

arterial roadway and

sometimes shared with

other high occupancy

vehicles.

Mixed use lane

• Mixed use of a lane by both transit general traffic.

Geometry:-

• The geometry of a separate busway facility can be

considered for two types of corridors

a. Green field bus ways

b. Constrained corridors

Green field bus ways:-

which are busways constructed in areas that offer

few limitations in terms of space, direct routes to

the desired destinations.

• Constrained corridors:-

Uses routes that are limited in width, located along

routes that are not entirely & are constructed

adjacent to or with in developed area.

Designation Description Dimension (feet)

A BRT/Bus lane Preferred (12) Constrained (11)

B SHOULDER Preferred (4) Constrained (2)

C Barrier/curb Preferred (2) Constrained (2)

VEHICLES

Modern, low-floor, high capacity rubber-tired vehicles that accommodate high volumes of riders and fast boarding and exiting. BRT vehicles often use clean fuels or alternative power.

STATIONS

Ranging from protected shelters to large transit centres, BRT stations are located within the communities they serve and provide easy access to the system.

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• Route Structure and Schedule

• Established to maximize direct, no-transfer rides

to multiple destinations and to create more

flexible and continuous service (reducing the need

for a schedule) for local and express bus service.

•

Fare Collection• Designed to make it fast and easy to pay, often

before boarding the vehicle, BRT fare collection systems include the use of self-service proof-of-payment systems or pre-paid stored-value fare cards, such as a "Smart Card" system.

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Advanced Technology

• The use of advanced technologies (or IntelligentTransportation Systems) to improve customerconvenience, speed, reliability, and safety.Examples include systems that provide trafficsignal preference for buses at intersections andcross streets, as well as Global PositioningSystems (GPS) to provide passenger informationsuch as real-time bus arrival information.

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GLANCE OF ALL COMPONENTS OF BRTS

ADVANTAGES

• Grade separated will provide highest travel time

saving, level of safety, and reliability of all types

of running ways.

• Bus traffic doesn't interfere with mixed traffic at

all.

• Mixed flow traffic lanes have minimal capital

costs since major physical modification are not

necessary

• Converted HOV lanes allow buses to operate

faster, more reliably and more safely than

buses in mixed flow lanes.

• Improvement BRT travel

times can be attained in

designated curbside bus-

only lanes, making buses

in these lanes more compe-

titive with the automobile.

Disadvantage

• Grade separated transit way have the highest

capital cost of any BRT option.

• An appropriate right-of-way throughout the

corridor may be unattainable.

• Bus operations are impacted by traffic

conditions.

• Since buses share a lane with HOV’s

automobiles may impede bus operations, which

make HOV lanes less efficient than bus only

lanes.

• Median HOV lanes can be more difficult to

access.

• Implementation of new curbside bus lanes and

street widening may displace parking,

pedestrian and bicycle paths.

BRTS IN MARYLAND

CASE STUDY ON Ahmedabad BUS RAPID TRANSIT SYSTEM

Ahmedabad’s most efficient

‘Bus Rapid Transit Service’

Buses move in the dedicated lanes at high speed without the obstruction from vehicles crossing or jay walkers forcing the drivers to apply brakes .

• Janmarg also known as Ahmedabad BRTS, isa bus rapid transit in Ahmedabad, India. It isoperated by Ahmedabad Janmarg Limited, asubsidiary of Ahmedabad MunicipalCorporation.

• It is designed by Centre for EnvironmentalPlanning and Technology (CEPT) University.

• Janmarg means the people's way in Gujaratilanguage.

BACKGROUND

• Ahmedabad has a population of 72 lakhs(7.2 million), which is likely to be 11 million by the year 2035.

• This would lead to agglomeration of surrounding settlements like Naroda and other smaller villages, which ultimately increases the area of the city, which may become 1,000 km2 in the year 2035.

• Ahmedabad has limited public transport options

BACKGROUND

• It has system designs quite similar to Curitiba's RedeIntegrada de Transporte and Bogota's TransMilenio.By following this system Chennai BRTSand Bangalore BRTS are also under implementation.

• Technical procedures was started in 2006.

• A part of the first corridor connecting Pirana to RTOJunction was opened to public on October 14, 2009 byChief Minister of Gujarat, Narendra Modi.

• Second half of the first phase of the BRTS wasinaugurated on December 25, 2009.

• It was stretched up to Kankaria Lake later to catereastern part of the city.

Detailed System Design and Implementation Support (2006):

• BRTS- Ahmedabad is under implementation. Detailed system design and support during construction is being provided by CEPT team. The team had already made some 100 minor design changes to avoid difficulties faced by Delhi and Pune in implementation.

SELECTION OF CORRIDORS

• Based on an analysis of the socio-economic factors, travel demand patterns, road network characteristics, proposed metro plan and existing Ahmedabad Municipal Transport Service (AMTS) route network as the criteria, a network of roads covering about 155 kilometers in length have been identified for developing the Bus Rapid Transit System within Ahmedabad

RESEARCH QUESTIONS

• How are the objectives and priorities of JanmargBRTS decided?

• What is the level of citizen participation in the planning of Janmarg BRTS?

• How do stakeholders and planners interact and what are the consequences in achieving goals?

• What is the social impact of Janmarg BRTS on marginalized groups?

• Is Janmarg BRTS successful and can it be replicated in other regions?

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TRANSPORTATION ISSUES IN

DEVELOPING COUNTRIES• WITH RAPID ECONOMIC GROWTH COMES...

Rising incomes $$$ Growing urban population

Increasing vehicle ownership

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TRANSPORTATION ISSUES IN

DEVELOPING COUNTRIES

There will be a five-fold increase in the total

vehicle moving very fast in non-OECD

countries from 2002–2030; two billion vehicles

in total.

• Strained infrastructures and air pollution

• Road fatalities and injuries

• Reduced accessibility for non-drivers

• Road traffic accidents are the third-most leading cause of death and disability in developing countries 72

What are the effects..??

A POTENTIAL SOLUTION OF BRTS

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It is one of the most cost-effective options to provide

high-capacity public transit3.

• The motor vehicle fleet has been doubling every four years the last three decades.

• Many Indian cities are experiencing a cycle of decreasing bus ridership and reduced transit services.

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TRANSPORT IN INDIA: MORE MOTORBIKES, LESS BUSES

Family using a motorcycle at a crossing

• In response, many transit users have switched to cheap to-wheeled motor vehicles

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Typical traffic in Ahmedabad

Statistics:1995 to 2005

44%68%82%

road crashes persons injured traffic fatalities

Best Practices BRTS in South Asia

76Janmarg System Map in Ahemadabad

Phase IPhase II

In contrast, Pune and Delhi BRTS received

negative press and little public support…..

• MEDIA:

– Close media attention to BRTS

– Regular press releases by the city

– BRTS branding and hype among citizens.

• PUBLIC EVENTS :

– Workshops for experts, international community and public officials

– Open displays at CEPT University and other venues

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PUBLIC PARTICIPATION:

WHICH PUBLIC AND HOW??

• OPENNESS

– Commissioner’s office open to inquiries, concerns, questions via phone or e-mail

• DEMONSTRATION

– Prototype bus station

– 12km demonstration corridor

– Free transit first month of operation

– City and CEPT University took visitor comments and feedback; also helpful for user education

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Cont..

SOCIAL IMPACTS: THE GOOD AND THE BAD

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PROJECT EVALUATION

FINANCIAL

• Operation costs recovered by fares

• Maintenance costs are still an issue

• Potential for revenues from advertising space

• Are flyovers necessary?

• They are considerable costs to the project

• Buses do not even use the flyovers

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ENVIRONMENTAL

• Modal switch detected (34% of BRTS riders used cars, motorbikes or rickshaws before Janmarg)

• Reduced traffic (esp. Sunday nights)

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TRANSPORTATION

• Safer, faster and more reliable than AMTS

• Cheap fares (Rs. 2–16) but the average monthly expenditure on transport is Rs. 103

• Flyovers used for project encourage fast driving and unfriendly pedestrian environments

• System does not address the majority of trips

that go to the center of the city

• Pedestrian and bike infrastructure present

but inadequately designed:

– 55% of the city bikes or walks

– Bike lanes and sidewalks can be too narrow

– Motorcyclists use bike lanes as service lanes

– Cars/hawkers park on sidewalks and bike lanes

– Infrastructure located only along corridor

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• Cars parked on the sidewalk and a hawker setting up shop along a BRTS corridor

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Car parked inside in a bike lanealong s BRTS corridor

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LESSONS LEARNT

• Janmarg has greatly improved public transit and should be taken with pride by local Indians

• Tells the rest of India that BRTS can work despite previous shortcomings in Pune and Delhi.

• Fair compensation needed for impacted communities or avoidance of slum clearance altogether.

• Lessons learnt from international examples can be adapted to the local context and culture

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• Research and explore case studies before tackling planning problems

• • Janmarg would have had the same shortcomings seen in Pune and Delhi if ITDP was not there

• to provide technical support, international BRTS experience and information

• •

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01. As the bus arrives at the Platform of

the station. the door of the platform

and of the bus open up, and thereafter

close, simultaneously before the bus

leaves. The buses are fully air-

conditioned.

02. Stations are in the median.

03. Ticket issuing clerk is sitting in the

middle in a cage covered by a glass.

BRTS is operational on 18.7 kms. from RTO to Pushpakunj at Kankaria

Lake

01 02

03

Another good feature of the stations is that they have provided ramps for physically challenged people to use Wheel chairs.

With walls in the ramp (pathway), there will be no spillage of people in the path of the bus.

The platforms have good seating arrangement especially for ladies waiting for the arrival of the bus. My wife among others, can be seen here

Our people areexiting on reachingKankaria lake

When the bus leaves the dedicated lanes

to cross a junction, red signal stops other vehicles

Stations are well-lit at night

Ahmedabad BRTS is a bus-based high

quality, high capacity rapid transit system

In a BRT system, the buses travel in

exclusive lanes, thus avoiding congestion.

This is a system of segregated right-of-way

infrastructure, rapid and frequent bus

Operation, easy boarding and alighting

facilities for the passengers and excellence

In marketing and customer service.

Gujarat Chief Minister: Sri Narendra Modi

is seen travelling in a BRT bus on the

day on its inauguration on 15th Aug 2009. It is

Modi’s personal interest that Ahmedabad’s

BRTS became a reality and today the most

efficient too.

It is now getting International attention as per

Times of India (24-02-2009). In fact the

delegates from some 17 countries were

a 2-day tour of Ahmedabad on 22 / 23-2-2009

to study its working and probably to copy.

BRTS has been long seen by Urban

Planners as an answer to traffic chaos

in Big Cities

International Award:

BRTS Ahmedabad was conferred the award for Sustainable Transport for the year

2010 on Jan.12, 2010 in WASHINGTON D.C. U.S. A team led by the Standing Panel

Head: Ashit Voha flew to Washington receive the said award for visionary achievement in mass transport from the U.S. backed Institute for Transportation & Development Policy.

• BRTS Ahmedabad has installed this machine at the exit at every station.

• Ticket is to be ‘shown’toit while exiting.

• The machine will catch If the person who has taken ticket for a shorter distance, has travelled longer.

VIDEO

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VISAKHAPATNAM BUS RAPID

TRANSIT SYSTEM

Visakhapatnam:

2nd Largest city of A.P. with an area of 550 sq. Km.

City is home to several industries, steel plant, apart from being port city.

It is also home to Eastern Naval Command.

As per 2011 India census, It had a population of 4,288,113.

Need of Rapid Transport at V.S.P

As per National Urban Transport Policy (NUTP), cities with one million-plus population must target to a minimum public transport mode split of 50% .

By giving impetus to public transport to arrest the trend of personal modes.

Increase modal split in favour of public transport.

To have smooth flow, safety and to minimize travel time, cost.

Reason for adoption of BRTS at V.S.P

Cost – Implementation of MRTS costs around 200 crores per km, where as BRTS costs around 20 crores per km.

Implementation can be done with in a less span ( 1- 3 years after conception) – a significant advantage when compared to rail based project.

Before Implementation of Project:

As of 2011, about 4.5 lakh registered vehicles ply on the city - 90% of Motorized Two-Wheel Vehicles (MTWVs).

Travel demand of 12 lakh trips per day – 65% private basis & only 20% favour public transport.

Target:

Situation:

Minimum public transport mode split of 50% (as per NUTP).

Travel demand has to grow to 16 and 28 lakh trips per day by 2011 and 2021 respectively.

Project Description

Project was approved in the year 2008, started in the year 2010

GVMC, appraised a BRTS network of 100 Km consisting of 6 BRTS corridors.

In phase I, 2 corridors were proposed:

RTC complex – Pendurthi (20 Km) RTC complex – Simhachalem (18.5 Km)

The study was approved by MoUD and aid was granted through JNNURM programme.

For development of foot over bridges, bus shelters etc. Public Private Partnership (PPP) mode was chosen.

Goals of Project

Not to compromise with space requirements for dedicated buses, Motor Vehicles, Non- Motor Vehicle lanes and safety.

To augment transport supply at an affordable cost to the citizens.

To prepare a comprehensive parking plan and will be implemented with control on demand and fiscal measures.

Project design features

Min 30m width at mid- block section; 36m width at stations/ junctions; Dedicated bus lane, 7.0 m (2 x 3.5 m); 3.4 m wide passenger platform with shelter; 2 x 3.25 m motorised vehicle lane (MV), 2 x 2.5 m non- motorisedvehicle lane (NMV), minimum 2.0 m wide sidewalk on both sides; Placement of stations- based on demand ( 500 to 700 m); Additional right turn to MV lane at junctions; Provision of bus passing lane at some stations; Adequate depot and terminal facilities; and Safe dispersal and integration measures.

Fig: Typical Cross section at 36.0 M row (with Bus Bay)

Fig: Typical Cross Section at 30.0 M Row

Fig: Typical Cross Section at 60.0 M Row

Flyover:

Fig: Typical Cross Section of flyover, Pier Location

Development under Public Private Partnership (PPP)

Methodology:

Implementing (financing, designing and executing) the proposed Modern Bus Shelter and Foot Over Bridges dividing them into 3-4 packages.

Operating and maintaining for a given concession period.

Transferring the facilities to GVMC after concession period.

‘Public’ is represented by a Special Purpose Vehicles (SPV) named‘ Visakhapatnam Urban Transport Company Limited ( VUTCL).

The project will be implemented by a SPV with equity stakes through GVMC ( 25% equity), APSRTC (51% equity) and VUDA (24% equity).

Role of Special Purpose Vehicle (SPV)

Objective: To provide BRTS by way of planning, designing, financing, developing and constructing etc. To facilitate multi modal transport services including owing, licensing and operating bus routes. To serve as a single agency to facilitate, coordinate control & monitor the activities of various public & private partners.

Budget

I. Total cost of project:

For Civil and electrical infrastructure is estimate at : 339 Cr. ( with contingencies of 1.5 Cr.)

For shifting of utilities has been estimated as 26.53 Cr.

For producing ITS related facilities for 300 buses, 50 bus stops, 8 terminals, 3 depots and a control centre has been provisioned with 6 Cr.

The Operation & Maintenance cost shall be about 15% of capital cost

Financial Partners Involved

By GOVT. of India (JNNURM) – 50%GOVT. of A.P. – 20%GVMC – 20%Others – 10%

2. Sustainability of the Project

The annual O&M per annum will be 39 Cr. by 2021. Expected ridership on PTC and STC corridor will 3.15 Lac./day by 2031. Estimated bare box revenue will increase to 125 Cr. by 2021. 5 Cr. per annum can be generated through advertisement rights. Operation viability is expected to be sound as the project Internal Rate of Return (IRR) comes to healthy 41% . All other( buses, fare collection system and ITS) can also financed from the fare box revenue and even enough to maintain fixed infrastructure efficiently.

Challenges encountered

Availability of ROW to achieve segregation of traffic on the corridors.

Issues to be reckoned are utility diversions and addressing the drainage.

Diversion of traffic during construction.

Difficulties in acquisition of land at various strategic locations.

Environment and social problems and prospects of resettlements et.

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Conclusions• India is witnessing a rapid growth in urban populations.

Consequently, the demand on transport infrastructure is huge.

• A planned response is needed to meet the challenge.

• Some solutions include:

• BRTS,

• MRTS,

• Mono-rail,

• Optimization of transport network,

• Development of feeder networks.

ACKNOWLEDGEMENTS AND REFERENCES

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I would like to thank members of Mr. K.RamGopal, Dr.MCRHRDI,A.P andDr. Sravana (JNTUCEH). for giving this opportunity, as well as my Students, friends andfamily for their support.1.Dargay et al. (2007). Vehicle ownership and income growth, worldwide: 1960-2030. TheEnergy Journal 28(4): 163-190.2.Bener et al. (2003). Strategy to improve road safety in developing countries. SaudiMedical Journal 24: 603-608.3.Hensher. (2007). Sustainable public transport systems: moving towards a value formoney and network-based approach and away from blind commitment.Transport Policy 14(1): 98-102.4.Zhang. (2009). Bus versus rail: meta-Analysis of cost characteristics, carrying capacities,and land use impacts. Transportation Research Record 2110: 87-95.5.Badami and Haider. (2007) An analysis of public bus transit performance in Indian cities.Transportation Research Part A 41: 961–981.6.Badami. (2005). Transport and urban air pollution in India. Environmental Management36(2): 195-204.7.Ponnaluri and Santhi. (2009). Road crash history and risk groups in India: need for newinitiatives and safety policies. Transportation Research Record 2114: 64-71.8.Arnstein. (1969). A ladder of citizen participation. Journal of the American PlanningAssociation 35(4): 216-224.

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“Buses,More Buses,

Better Buses”

THANK YOU

FOR YOUR ATTENTION

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