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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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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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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
crore on construction of bus and M.V. lane
of 110815 sq. meters in concrete from
Ambedkar Nagar to Chirag Delhi.
As mentioned earlier, BRT corridor is a
dedicated lane carved out of an existing
road which has bituminous surface. Thus
adoption of concrete surface for the BRT
would result in same stretch of road having
two different pavement structures with part
of it concrete while the remaining part is
bituminous. Half way through the
construction, the agencies realized thatthere was difficulty in going ahead with a
concrete surfacing as the deployment of
heavy mechanical pavers were posing
serious problems and the cost on account of
concrete was working out much higher than
the estimates. The matter was placed before
the Cabinet and its approval obtained for
switch over to Bituminous surfacing of MV
lanes and bus lanes beyond Chirag Delhi
and cycle track & footpath only will be inconcrete. There was no recorded
justification for retaining cycle track and
footpath across the entire length of corridor
in concrete pavement against the
bituminous surfacing which was cost
effective.
It would thus be seen that there was no
consistency in the bus design parameters of
this project. Government invested heavily in
creating concrete structures for the BRTcorridor, which was later on abandoned
after construction of only three kms.
As per allocation of business, road
maintenance and construction of roads are
the responsibility of the Public Works
Department. The BRT corridor is a
dedicated lane within the existing road
network, its construction and maintenance
should have legitimately been allocated to
the PWD. It is however, seen that the entire
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work of design construction and
supervision was entrusted to the Transport
Department which had no technical
expertise or experience in taking up this
kind of work.
Cabinets approval was obtained for
assigning the entire work relating to
implementation of the BRT corridor by
DIMTS on payment of consultancy fee of Rs.
1.50 crore, out of which a sum of Rs. 44.97
lakh has been paid as of June 2008 for
monitoring /supervision of the BRT
corridor. Rs. 6 crore were to be paid to
RITES and Rs. 1.50 crore were to be paid to
DIMTS.During the test check of records for
construction of above HCBS corridor, it has
been observed that an amount of Rs. 45.33
crore approved in the Expenditure Finance
Committee (EFC) in its meeting was
withdrawn by the Transport Department
and kept in fixed deposit. That same amount
was released to the concerned agencies i.e.
Rs. 15 crore to RITES and Rs.30.33 crore to
DIMTS. Thus, the amount was withdrawn toavoid lapse of budget.
Rs. 30 crore as revolving fund was
sanctioned and payment was made to RITES
in November 2006. There is no enabling
provision in General Financial Rules to
empower State Government to advance
crore of Rupees to a Public Sector
undertaking for maintaining a revolving
fund, thus keeping large funds out of
Consolidated Fund.
Out of Rs. 100.33 crore released to DIMTS
during October 2006 to October 2007, it
released only Rs. 48 crore during August
2007 to May 2008. Funds ranging from Rs.
10 crore to Rs. 90.33 crore were lying with
DIMTS for the period ranging from 7 days to
7 months 2 days in excess of the
requirement. Even if the DIMTS had kept
the spare funds in saving account it couldhave earned interest of Rs. 2.32 crore.
In the first phase, when Chief Minister
Sheila Dikshit presided over an Expenditure
and Finance Committee (EFC) meeting to
clear escalations in the cost of the Bus Rapid
Transit Corridor (BRTC) pilot project from
Ambedkar Nagar to Delhi Gate she found
that due to escalation the cost of the BRT
pilot project has risen from Rs 216 crore to
Rs 361 crore. Then the consultants for BRT
project DIMTS and RITES had put up an
additional demand of Rs 119 crore for extra
infrastructure on the Ambedkar Nagar-
Delhi Gate corridor in October 2008.
Strangely, the cost escalation increased to
Rs 145 crore in March 2009 from Rs 119crore in October 2008 even as prices of
steel and cement came down.
Transport Department had sought an
additional amount of Rs. 54 crore to build
more parking space and foot-over bridges
in the second phase of the project and eight
foot over bridges will be coming up on the
stretch of which five will be built at bus
stops and three will built at other crossings.
Recently the EFC (Expenditure Finance
Committee) of GNCTD has cleared the
proposal for undertaking six BRT Corridors
at a total cost of Rs. 1819.10 crore.
Execution of the Project will begin on
clearance of the proposal by the Cabinet of
GNCTD.
Regulatory Environment
Corridor Manager has an internal dedicated
team of senior officers to manage the
operation on a day to day basis. The
company has also established an
Operational Control Centre (OCC) at
Kashmere Gate and one camp office at DTC
Khanpur Depot to monitor the daily
progress. Regular monitoring schedules to
track operational details are put in place.
The company has also engaged different
third-party service providers to meetspecific requirements. As on date, 180 road
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marshals are deployed on the corridor in
two shifts. Road Marshals guide bus
passengers, help children and old age
people to cross the road, manage traffic,
instruct people to follow traffic rules and
perform other corridor management
activities.
The company has also deployed security
guards at the Bus platforms on 24 hrs basis.
Corridor Manager has also hired one crane
to remove disabled vehicles from the
corridor. Since April 2008, on an average 3
vehicles break down on the corridor each
day and all disabled vehicles including
buses are removed in about 10 minutesresponse time.
SWOT ANALYSIS
STRENGTHS
Bus only, right-of way
The main feature of a BRT system is having
dedicated bus lanes which operate separate
from all other traffic modes. This allows
buses to operate at a very high level ofreliability since only professional motorists
are allowed on the bus way. A side benefit
of this are lower construction costs since
bus ways can be engineered to tighter
standards and still remain safe compared to
a roadway open to nonprofessional drivers.
However, the biggest benefit of this corridor
will turn out to be uninterrupted traffic flow
because of the segregated bus lanes in the
centre of the Road. What has been the real
cause of traffic jams is the mix of vehicles
being driven on different speeds with
different routes to follow. But now its all
going to be specific for all range of vehicles.
Level boarding:
Many BRT systems also use low floor buses
(or high level platforms with high floor
buses) to speed up passenger boarding and
enhance accessibility. It has been observedthat it is very difficult for the women, senior
citizens and the physically challenged
people to board the buses because of their
stairs being at certain height, But corridor
comes to its rescue in a way that the height
of the platforms has been matched to that of
the floor of the buses, so that passengers
from all ranges can travel comfortably. Not
only the Boarding and landing will be eased
up but also the accidents or the injury ratio
will come down dramatically. It will
increase the speed with which passengers
can board and come out so saving the time
of both, themselves and the bus as well and
it might be able to take one more round on
the day on an average term.
Saves Time and Money
As BRT intends to provide a service that is
of a higher speed than an ordinary bus line,
it is obvious that it will save a lot of time of
the commuters. As observed it used to take
somewhere around 35-45 minutes for
crossing area ambedkar nagar to delhi gate
but now after corridor it takes only 25-30
minutes which will further lessen after
some improvements in the structure. Apartfrom this as the people reach home early it
directly saves there fuel and thereby money.
It is assumed that cars takes anything less
than half the time taken by the bus to cover
the same distance, but in these corridors
there would largely remain any difference
in time taken to reach same destination. So
it will also increase the customer base and
the number of person using public
transport will be on a roll and thus it wouldfurther reduce traffic on the roads and thus
bringing further efficiency.
Environmental Quality
Documentation of the environmental
impacts of BRT systems is rare. Experience
does show that there is improvement to
environmental quality due to a number of
factors. Ridership gains suggest that some
former automobile users are using transitas a result of BRT implementation. Transit
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agencies are serving passengers with fewer
hours of operation, potential reducing
emissions. Most importantly, transit
agencies are adopting vehicles with
alternative fuels, propulsion systems, and
pollutant emissions controls.
Operating Cost Efficiency
BRT systems are able to introduce higher
operating efficiency and service
productivity into for transit systems that
incorporate them. Experience shows that
when BRT is introduced into corridors and
passengers are allowed to choose BRT
service, corridor performance indicators
(such as passengers per revenue hour,subsidy per passenger mile, and subsidy per
passenger) improve. Furthermore, travel
time savings and higher reliability enables
transit agencies to operate more vehicle
miles of service from each vehicle hour
operated.
Reduction in Accidental Rate
This corridor is an answer to killer line or
the blue line. The reasons for so manyaccidents taking place on the roads with the
buses was the merging of different sorts of
traffics and the crowdedness. But corridors
comes to the rescue in a way that now it will
be separate lane for the buses and separate
for other motor vehicles like bikes, scooters,
cars, etc. it is expected that it will lower
down the accidental rates dramatically.
Now it is also that slow moving vehicles like
bicycles, rikshaws, bullock carts,pedestrians can all move in their respective
lanes without feeling the threat of those
over speeding cars and bulky buses and
trucks. They can move on as per their
convenience and on their own speed. Also it
will not interrupt further traffic and thus
would not become the cause of traffic jams
thereof.
Urban Rejuvenation
Once these corridors are made in any city, it
definitely adds up to its infrastructural
values and its level of urbanization. The
flaunting of these corridors makes city look
descent, disciplined, and stable as well. As
the flyovers and underpasses adds up to its
credentials, same way BRT corridors do but
at higher rates even. The city definitely
becomes the talk of the day and also it is
been appreciated by the local commuters,
national tourists and commuters and finally
by international tourists.
Capital Cost Effectiveness
BRT demonstrates relatively low capital
costs per mile of investment. It is worthnoting, however, that recently implemented
BRT systems have focused on less capital-intensive investments. More capital
intensive investments will begin service in
the next few years. Depending on theoperating environment, BRT systems are
able to achieve service quality
improvements (such as travel time savings
of 15 to 25 percent and increases inreliability) and ridership gains that
compare favourably to the capital costs and
the short amount of time to implement BRT
systems. Furthermore, BRT systems areable to operate with lower ratios of vehicles
compared to total passengers.
WEAKNESSES
Scarcity of Space
The biggest of the weakness of this BRT
corridor is the limitation on the part of
availability of space to construct thisCorridor. Well successful implementation of
this corridor, separate lanes have to be
constructed for the high capacity buses, for
different motor vehicles and also a different
lane for slow moving vehicles and the
pedestrians as well. It means that a total of
4 lanes are mandatory on each side of the
road. Moreover motor vehicle would
individually demand two adjacent lanes
looking at heavy traffic of this type. Becauseof this deficiency, traffic jam problem could
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not arrive at a solution, and rather problem
has actually stiffened due to reason that
thousands of light motor vehicles travels
every hour which needs more space. So non
performance space management has
become its most severe weakness. Most of
the roads of Delhi are just 12-15 metre
wide, which are half of the requirements. To
make shelters also a lot of space will be
required which further needs expansion of
roads.
Safety Compromised
In order to meet the deadlines of common
wealth games, Delhis safety were
compromised. Even Geneva basedInternational Road Federation has
expressed concern at the safety and
feasibility of this corridor and called for its
immediate stacking. Latest example of this
negligence is the crater on the BRT Corridor
pathway which states that these corridors
are constructed without prior testing of
roads. The compatibility of the current
roads is not checked to ensure further
construction on them, which results inaccidents and injuries only and even deaths
sometimes. Since October 2007 to February
2008, there have been 12 major accidents
with 4 of them leading to death.
Lack of Proper Planning:
Lack of efficient planning made the BRT
come across hard situation. If this corridor
would have been planned properly keeping
in mind all the parameters affecting it, itmight result into a benefit for the city.
Planning with respect to how to go about it,
in which areas to make it and what should
be the components, so that the things
happens to be as per the requirements of
the city. Planning should have been given
the edge over just the implementation part
as it has been emphasized upon by the Delhi
Metro Rail Corporation.
Lack of technical knowledge: just by
copying the western countries, Corridor has
been made in Delhi as well, but the reason
for its turmoil is the lack of technical
knowledge as to how to proceed for these
corridors, without going into research work
with respect to whether Delhi needs it at
the moment. Just copying is not going to
benefit, it is also mandatory to know
whether it is required or not. Moreover the
structures which are created outside India,
in countries like America, Europe etc. are
way ahead advanced with latest
technologies which are installed in them.
Also before creating, they also see to
requirements of broadening the road width,
which was absent in the case of Indian
roads to a large extent.
Design Issues
Delhi BRT System allocates space on an
equitable basis for all types of vehicles like
motorized vehicles, non-motorized vehicles
and buses. However, the introduction of the
pilot project led to significant traffic
problems, i.e. mainly congestion and
queuing at the junctions in motorized
vehicle lane. It has been observed that in thepeak hours there are some delays and
congestion at some locations that are most
notable at Chirag Delhi. However, the
problem does extend to other junctions as
well.
The junctions holding capacity is less when
compared to number of vehicles on the
corridor.
Moreover, the presence of large populationof two-wheelers owners further
complicates the situation at all junctions.
Due to heavy traffic flow, certain features
need modification in road curvature, islands
at lane exits and bus platform features.
Low Frequency
DTC buses are plying on four key routes,
covering the BRT Corridor. Corridor
Manager is compiling bus operation data ona daily basis. It has been observed that the
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frequency of buses is almost half in the
evening. The company has made repeated
request to DTC to introduce more buses on
these routes, as buses are very crowded in
the evening.
Untrained Drivers
The bus operation is very inefficient.
Corridor Manager has trained more than
200 DTC drivers to drive buses with a view
to ensure the greater discipline in Bus Lane.
However, in DTC, buses, route numbers are
not matched with Drivers on a stable basis,
i.e. drivers are frequently changed on
different routes. As a result, it has been
observed that very often many un-traineddrivers are driving buses in the corridor.
Slow Speed
Currently, all types of buses are allowed to
use the Bus lane, including many
deteriorated buses and RTVs, which cause
frequent breakdowns. Only newer buses
meeting quality and maintenance standards
should be allowed. It is also found that blue
line buses sometimes linger at the busstops. As a result, sometimes passengers
board and alight before the bus platform.
Traffic Signals
Current traffic signals fail to discharge the
traffic at peak hour, as traffic flow is not
stable and creates a long queue of cars in
motorized vehicle lane as well as the bus
Lane. Currently, static traffic signal system
is installed at BRT corridor, and on manytimes it is restored to manual operations of
the signals. However, the manual control of
signals is incompatible with efficient
operations. Manual control tends to operate
one phase at a time which is inefficient.
Manual and automatic systems have
conflicting/dangerous signal phases, thus,
switching system from automatic to manual
and vice-versa can be dangerous. Sometime,
long cycle time, i.e. more than 240 secondscycle and unsaturated phases add to
inefficient operation. There is a need to
install Intelligent Transport Signalling
System to automate the whole process.
Supporting Infrastructure
BRT system cannot be developed in
isolation. The agency needs to develop the
supporting infrastructure to make BRT
successful and popular. There is need to
develop the supporting infrastructure.
Parking facility
There should be a parking facility at key
intersections or interchange points. The
parking facility will enable the commuters
to park their private vehicles and board bus
to reach their destination. The parking
facility has subsequently been built up to
ease some of the congestion.
Foot over Bridges (FOB) / Subway
Most of the people raised question about
the pedestrian crossing facility. Experts
have observed that at grade pedestrian
crossing on BRT Corridor is fine andnormal. Moreover, pedestrian facilities at
BRT Corridor have set a new high standard
for BRT, with tactile tiles facility for visibly-
disabled. However, current corridor lies in a
high density area, dividing a community.
Thus, there is need to build FOBs or
subways at certain points to facilitate the
crossing. Currently, jaywalking is emerged
as the most critical issue for the Corridor
Manager. Since April 2008, five fatal roadaccidents have occurred at the corridor.
Jaywalking can be identified as one of
common factor for these accidents.
Traffic Discipline
One of the key requirements of a successful
BRT System is lane discipline among the
commuters. Lane discipline on BRT requires
users to drive in their respective lane only.
Damage to structures by errant drivers isalso a problem area. Corridor Manager is
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compiling the daily list of vehicles entering
the Bus lane. Further, a large number of
vehicles, mainly scooters and motor cycles
are entering into the cycle and pedestrian
lane.
Corridor Manager is not authorized to
penalize the vehicles violated the traffic
laws and lane discipline. The enforcement
power is still vested with STA (state
transport authority) and Delhi Traffic
Police. Both the agency are already
grappling with the shortage of manpower,
thus enforcement mechanism is very weak.
Damage to structures
BRT infrastructure mainly BQS, railing,
barriers, and traffic signal poles, street
lights etc. are prone to accident. A large
number of accidents were reported in last
five months, resulting in damage to
property by errant drivers. In the absence
of any stringent laws, the cost of rebuilding
or reinstalling the street furniture needs to
be borne by GNCTD and the operating
agency and expenses on this account keep
mounting.
OPPORTUNITIES
Bus priority/Bus Lanes
Preferential treatment of buses at
intersections can involve the extension of
green time or actuation of the green light at
signalized intersections upon detection of
an approaching bus. Intersection priority
can be particularly helpful whenimplemented in conjunction with bus lanes
or streets, because general purpose traffic
does not intervene between buses and
traffic. Large green signals would allow
passing of traffics quickly.
Off-bus fare collection
Conventional on board fare collection slows
the boarding process, particularly when a
variety of fares are collected for differentdestinations and/or classes of passengers.
An alternative would be the collection of
fares upon entering an enclosed bus station
or shelter area prior to bus arrivals (similar
to fare collection at a kiosk prior to entering
a subway system). This system would allow
passengers to board through all doors of a
stopped bus.
Increased capacity (bi-articulated or
double decker)
Another benefit of this corridor is that now
it is possible to run high capacity buses
normally called as double decker. Earlier it
was difficult to run these buses because of
limitation of space with respect to clear
width and height as well, but this BRTcorridor takes care of all issues and is
created in a way that nothing can stop them,
no pole, no wire to interrupt etc.
Serves a diverse market with high-
frequency all day service
A BRT network with comprehensive
coverage can serve a diverse market (all
income ranges) by moving people from
their current location to their destinationwith high frequency and reliability while
maintaining a high level of customer
experience.
THREATS
Road Congestion:
The biggest threat to the existence of the
BRT corridor is the congested roads not in
the context of traffic but with respect to
width which is not sufficient on most of the
roads for segregation. If we segregate the
road for the buses and the other vehicles,
the problem is that buses would be able to
move swiftly but the problem will be for
thousands of other vehicles which will have
to use area which is less than earlier. The
frequency of buses is just 10% of that of
other vehicles, so it is totally unfair that
both kinds of vehicles use same space when
the difference in their frequencies is almost
8-10 times. However the widening of roads
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could have been an ideal solution of this
problem, but the difficulty in implementing
this is that there is not enough space
available along both the sides to expand the
road width. Availability of service lanes can
be helpful, but they are not that wide at
every road and even at some points they do
not even exist.
Failure of First Stretch:
The stretch from Ambedkar Nagar to Delhi
Gate has been a big failure which increases
the odds against the corridor. If this
corridor would have been an success then
there not have been anybody opposing it.
But the problems, which came into limelightafter its construction, have posed a threat to
its future. To evade from this threat, the
government will have to consider each and
every problem, their causes and the
probable solutions so that it comes to the
rescue of the Delhi commuters.
CONCLUSION
The current not-so-successful story of BRTS
corridor can be explained by lack of properplanning before implementing it. The
technical knowhow of the BRTS system
from western countries has been just
copied over to Delhi without the
modification required to make it successful
in India. To make the system successful,
stress has to be made on the supporting
infrastructure. Also, a proper regulatory
environment is needed to enforce rules and
regulations where needed.
RECOMMENDATION
BRT Regulation Act
Before introducing the next BRT corridor,
the agency should enact a special regulation
Act. The act may help to address some key
issues like traffic violation, property
damage, jaywalking etc. In the absence of
any regulation, coordination among
different agency becomes difficult.
Regulation can infer enforcement power to
the operating agency on the BRT Corridor,
enabling them to ensure strict lanediscipline. Secondly, any vehicle causing
damage to the road inventory can be easily
penalized under the act. Most of the other
countries have enacted a separate BRT
Regulation Act for smooth functioning of
the corridor.
Park and ride facility
There should be a complete plan for park
and ride facility, ensuring parking facility at
key interchange points. Parking facility can
compensate the feeder services, enabling
people to use their private vehicles till the
corridor.
There is also a need to design a BRT friendly
Parking policy. Currently, the existing BRT
corridor is declared as no parking zone
barring private vehicle owners to park their
vehicles along the corridor. This gives rise
to a need to make provision for parking atcertain places near the market, business
unit etc. abutting the corridor. Thus, the
operating agency needs to make provision
for parking facility and integrate the same
with the BRT corridor.
Awareness Campaign
The corridor manager has made efforts in
the past through familiarisation meet, open
discussion, blogs, presentations,consultation with RWA etc. This need to be
strengthens in near future.
Connection FOB and subways with Bus
queue Shelters (BQS)
Pedestrians movement to or from BQS is the
heart of the middle or side bus lanes
controversy. The agency needs to look for
the possibility of connecting FOBs or
subway directly to the BQS.
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EXHIBITS
Exhibit 1: Delhi First BRT Corridor
Exhibit 2: Population per sq Km across Cities in the world
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Exhibit 3: Road Space as a percentage of Total Area
Exhibit 4: Total no of Vehicles registered per day in Delhi
Exhibit 5: BRTS Structure in Delhi
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Exhibit 6: BRTS Components in Various cities across the world.
Exhibit 7: Abbreviations
BRTS: Bus Rapid Transit System
GNCTD: Government of National Capital Territory of Delhi
DTC: Delhi Transport Corporation
SIAM: Society of Indian Automobile Manufacturers
IDFC: Infrastructure Development Finance Company
IIT Delhi: Indian Institute of Technology Delhi
RITES: Rail India Technical and Economic Services
TRIPP: Transportation Research and Injury Prevention Programme
DIMTS: Delhi Integrated Multi-Modal Transit System
EFC: Expenditure Finance Committee
PWD: Public Works Department
STA: State Transport Authority
DTP: Delhi Traffic Police
OCC: Operational Control Centre
MV: Motor Vehicle
NMV: Non Motor Vehicle
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REFERENCES:
1. http://en.wikipedia.org/wiki/Delhi_Bus_Rapid_Transit_System
2. http://www.dimts.in/road.html
3. http://www.rites.com/web/index.php
4. http://www.skyscrapercity.com/
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