Delhi BRTS Overview_AIIM

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  • 8/3/2019 Delhi BRTS Overview_AIIM

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    Draft Report on Delhi BRTS, Prepared and Submitted by Jyoti & Neeraj (Subgroup 2, Group 4, AIIM)

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    BACKGROUND

    Introduction

    The Delhi Bus Rapid Transit System (BRTS)

    is a public transportation system

    using buses to provide faster, more efficient

    service than an ordinary bus line. Together

    with Delhi Metro it will be part of an

    integrated multimodal transport system

    operational in Delhi. Like other bus-rapid

    transit systems across the world, Delhi BRT

    aims to make public transport a more

    convenient option for its people. Delhi BRT

    is not grade-separated, i.e., the buses do not

    run at a different level or height than the

    normal traffic and shares the same traffic

    signals.

    Usually, Bus systems carry a large share of

    urban travellers but are responsible for

    only a small part of traffic congestion,

    energy use and pollution. Bus system is

    more flexible compared to other

    transportation system. Hence, there is a

    need to develop a system to give priorityand dedicated road space to buses in order

    to make them reliable and faster.

    BRT attempts to promote public transport

    system in Delhi by giving right of way to

    buses. Besides giving priority to buses, the

    system also provides dedicated lanes for

    pedestrian and non-motorized vehicles like

    cycles and rickshaws etc. A dedicated bus

    lane allows the bus to operate separately,

    without interference from other modes oftraffic.

    Traffic Situation in Delhi

    The transportation network in Delhi is

    predominantly road based with 1,284 km of

    road per 100 km2. The road area percentage

    in Delhi is around 21% of total area (Exhibit

    3). In Delhi, buses cater to sixty percent of

    the city's transportation needs. The number

    of vehicles on Delhis road has increased by212% in the last 18 years from 19.23 lakh in

    1991 to over 60 lakh by 2008. Increased

    number of vehicles on the road has not only

    reduced the mobility of a large section of

    people, but has also increased the pollution

    level, journey time and average per KM fuel

    consumption (Exhibit 4). Amongst the

    major cities of the world, Delhis population

    density is on the lower side (Exhibit 2).

    Increasing vehicle the population is also

    positively co-related with number of

    fatalities caused by road accidents, most of

    these are pedestrians, cyclists and bus

    travellers. To address all these issues,

    Government of National Capital Territory of

    Delhi (GNCTD) envisions an Integrated

    Multi-Modal Network of Public Transport

    system consisting of a network Metro, Mono

    Rail, Light Rail and

    Bus Rapid Transit (BRT). The overall vision

    aims to strengthen the public

    transportation system and envisage a long-

    term solution to the citys traffic and

    parking problem.

    Corridor proposed

    Phase Corridors Length

    Phase -1

    2005-2010

    7 115.5

    Phase -2

    2010-2015

    3 28.0

    Phase -32015-2020

    16 166.5

    Source: DIMTS Website

    Total 26 Corridors are planned till 2020

    covering a distance equal to 310 Km. The

    pilot project was started on the Corridor 1

    from Ambedkar Nagar to Delhi Gate.

    Stake Holders in Delhi BRTS

    The corner stone for the introduction of

    BRT system in Delhi was put up in 1995,

    when Central Pollution Control Board

    commissioned a study for reducing

    vehicular pollution in Delhi. The final

    report, with a recommendation to introducesegregated bicycle lanes and bus lanes, was

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    Draft Report on Delhi BRTS, Prepared and Submitted by Jyoti & Neeraj (Subgroup 2, Group 4, AIIM)

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    submitted in 1997. An international

    workshop was organized by the Delhi

    Transport Corporation in collaboration with

    SIAM, IDFC and IIT Delhi on High Capacity

    Bus System in January 2002. This was the

    first major step in the conceptualization of

    the BRT System for Delhi.

    In 2004, GNCTD appointed RITES and IIT

    Delhi for designing and implementing the

    first corridor from Dr. Ambedkar Nagar to

    Delhi Gate. RITES was appointed the Project

    Management Consultant and TRIPP IIT,

    Delhi the technical and conceptual advisor.

    In 2006, GNTCD established Delhi

    Integrated Multi-Modal Transit System(DIMTS), a Special Purpose Vehicle to

    oversee the establishment of public

    transport systems in Delhi.

    In October 2006, the construction work on

    the corridor started. The stretch from Dr.

    Ambedkar Nagar to Moolchand has been

    under trial run since April 20, 2008.

    The first corridor start by BRT in Delhi,

    from Ambedkar Nagar to Delhi Gate, is14.5 km long with right of way width

    varying from 28 meters to 51.5 meters.

    The bus lane is in the middle of the road

    with a width of 3.3 meters. Other motor

    vehicle lanes are is on the side of bus lane

    with a width of 6.75 meters. Separate lanes

    are provided for non-motorized vehicles

    and pedestrians. (Exhibit 5)

    Operations

    DIMTS is currently entrusted with the

    operation and maintenance of the existing

    corridor as the Corridor Manager. Corridor

    Manager is looking after the operations and

    maintenance of the BRT Corridor. The scope

    of work includes all types of operational

    aspects including traffic management, bus

    operation, public relations, enforcement,

    recovery of disabled vehicles, cleaning etc.

    Project Component

    BRTS system can be divided into following

    components,

    Bus Procurement

    Bus Operation

    Fare Collection Trust Fund

    Control Centre

    Operational Planning

    Setting the Fare

    System Design

    Service Standards

    In Delhi BRTS, Almost all components are

    under the Public Sector purview. After the

    Common Wealth Game, Private operators

    (Blue Line Buses) are also removed and

    High capacity low floor buses have been

    introduced. It is found that some of the most

    successful BRTS systems around the world

    have privatised the bus procurement, Bus

    operation components (Exhibit 6)

    Traffic volume

    The Delhi BRT corridor is situated along

    some of the prime colonies in South Delhi

    and is the main connecting road to the large

    commercial development in Gurgaon. On

    the stretch from Dr. Ambedkar Nagar to

    Moolchand, there are 6 key intersections, of

    which Chirag Delhi and Moolchand are the

    busiest ones. (Exhibit 1)

    According to a DIMTS Survey, Chirag Delhi

    is one of the busiest junctions in Delhi. More

    than 1.35 lakhs vehicles cross the junction

    in a day (16 hours). Motorised vehiclesconsisting of cars, two wheelers and auto

    rickshaws constitute more than 90% of the

    vehicle traffic, of which the number of

    cars/Jeeps constitute around 35-40% of

    total motorized vehicles. These, however,

    carry only 15-20% of the total commuters.

    On the other hand, buses account only for

    2.0-2.5% of total vehicles, but carry around

    55-60% of the total commuters, thus using

    road space more democratically. Approximately 200-250 buses move on

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    Draft Report on Delhi BRTS, Prepared and Submitted by Jyoti & Neeraj (Subgroup 2, Group 4, AIIM)

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    Chirag Delhi Junction (the busiest section)

    during peak hour, catering to passenger

    load of about 11,000 - 12,000 on an average

    day. It has been observed that net

    throughput of all kinds of vehicles have

    significantly improved after the

    implementation of the BRT and bus and

    cycle transit time through the corridor has

    reduced.

    Project Cost

    The work construction of BRTC from

    Ambedkar Nagar to Delhi Gate was awarded

    by M/s RITES in September 2006. The

    design approved for the corridor envisaged

    construction of bus lane, MV lane, NMV laneand footpath in concrete pavement. The

    concrete road was preferred for better

    strength, longer life and less periodic

    maintenance. When the proposal came up

    for consideration in the 12th meeting of the

    EFC held on 28th December 2005, the Chief

    Engineer PWD had stated that the scheme

    off RITES envisages construction of cement

    concrete pavement. In other countries like

    Indonesia and China, rigid pavements havenot been provided. Cities like Jakarta,

    Beijing as well as Kunning, were using the

    existing lanes. Only one lane has been

    segregated by providing a detachable

    railing. It is therefore felt that in Delhi also

    we should go for existing flexible

    pavements for High Capacity Bus Corridors.

    This would not only reduce the cost of the

    project but would save great inconvenience

    to the road users during the period ofconstruction.

    Despite such strong reservations from the

    PWD department, Government went ahead

    with cement concrete construction.

    However, it will not be out of place to

    mention that as per the information

    furnished by transport department

    (December 2008), the expenditure on

    Concrete Cement pavement in Bus and MV

    lanes was 2320/- per sq. meter and the

    same was Rs. 1608/- per sq. meter in the

    Bituminous pavement. The department

    incurred an excess expenditure of Rs. 4.29