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BRTS

Graduate Report - 2015


Traffic and transportation planning

Bus Rapid Transit System


M. Tech. (Urban Planning), Semester I

Faculty Advisor

Submitted By

Dr. K.A.Chauhan

RIKIN PATEL
(P15UP001)

Post Graduate Section in Urban Planning


Civil Engineering Department

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BRTS

CONTENTS

1.0
2.0
3.0
4.0
5.0
6.0
7.0
8.0

INTRODUCTION
DEFINITION OF BRTS
HISTORICAL DEVELOPMENT OF BRTS
CHARACTERISTICS OF THE BRTS
BENEFITS OF BRTS
AHMEDABAD BRTS
CONCLUSION
REFERENCES

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1.0 INTRODUCTION
Indias urban population is expected to increase from 286 million in 2001 to 534 million in 2026
(38%). Our country has to improve its urban infrastructure to achieve objectives of economic
development. However, most of the cities in India have inadequate infrastructure. Urban
transport is one of the major problems, affecting the mobility of people and economic growth of
the urban areas.
The Policy primarily focuses on the mobility of people and not the mobility of vehicles. This will
require the public transportation system to be more attractive to use. The challenge for improved
bus transport is to provide good quality service at an affordable price. It is important to evaluate
alternative public transport technologies in the context of city characteristics. The public
transport options vary between low cost buses to high cost rail metros. Bus Rapid Transit is a
relatively inexpensive mode and can be implemented more widely. In case of cost consideration
for construction of BRTS approximately about 5-20 Crores per km whereas in metropolitan rails
about 125 to 220 Crores per km;Moreover the shape of a city is very important for selecting the
appropriate mode of transport and capacity building is a very important factor in introducing and
implementing public transport system.
Several initiatives have been taken in India in this regard: Many cities have prepared
Comprehensive Mobility Plans and have plans to introduce modern bus services; Bus Rapid
Transit System (BRTS) is coming up in eleven cities; six cities are planning new metro rail
systems.
Transportation problems of Indian metropolitan cities are listed below:

Unplanned, haphazard development at the suburban fringes without adequate


infrastructure, transport, and other public services. The spatial growth differentials of
Mega cities in India shows that, in case of Bangalore growing core and declining
periphery whereas in Delhi - declining core; growing periphery and rest of the four cities
such as Greater Mumbai, Kolkata, Chennai and Hyderabad shows that declining core and
periphery;

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Problems associated with mixed traffic conditions on urban streets of Indian metropolitan
cities are unique. Automobiles, trucks, buses, scooters, cycles, animal driven vehicles and

pedestrians sharing the same street space creating inefficient mobility conditions
Limited network of roads, often narrow, poorly maintained, and unpaved;
Extremely congested roads with an incompatible mix of both motorized and non-

motorized vehicles traveling at widely different speeds;


Rapidly increasing ownership and use of private cars and motorcycles;
Inadequate roadway accommodations for buses and non-motorized transport;
Primitive or non-existent traffic control and management, often without eventhe most

basic street signage;


Extremely high and

rapidly

rising

traffic

fatalities,

especially

among

pedestriansandmotorcyclists Non-motorized transport road user accounting for 60 to

80percent and Motorized two;


Wheelers comprises approximately 70 percent of all vehicles and constitute 20to 30

percent of fatalities;
Overcrowded, uncomfortable, undependable, slow, uncoordinated, Inefficient,and

dangerous public transport;


Extremely high levels of transport-related pollution, noise and other
Environmental impacts, especially in the metropolitan cities.

2. DEFINITION OF BUS RAPID TRANSIT SYSTEM (BRTS)


There is no precise definition of Bus Rapid Transit System. Wright (2005) defines itas a busbased mass transit system that delivers fast, comfortable, and costeffective urban mobility. In
Levinson et al. (2003), it is defined as a flexible, rubber-tired rapid-transit mode that combines
stations, vehicles, services, runningways, and Intelligent Transportation System (ITS) elements
into an integrated systemwith a strong positive identity that evokes a unique image.
The Rapid Transit, which describes a high-capacity transport system with its ownright-of-way,
implemented using buses through infrastructural and schedulingimprovements, to provide a high
level of service. It incorporates most of the high-qualityaspects of metropolitan systems without
the high investments, it usesavailable space on arterial roads of cities with dedicated bus ways
and it utilizesmodern technologies for optimizing flow, passenger movement, ticketing,
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busscheduling, and traffic signal priority. Bus Rapid Transit System as an approach toProviding
superior transit service with buses that integrate technology, an operatingplan (or service design),
and a customer interface.
3. HISTORICAL DEVELOPMENT OF BUS RAPID TRANSIT SYSTEM

The first wide scale development of the Bus Rapid Transits started in Curitiba, Brazil in 1974,
although there were several smaller scale projects prior to its development. Since then, Curitibas
experience has inspired other cities to develop similar systems. In the 1970s, development of
BRTS was limited to the North and South American continent.
In India eleven cities have started for getting approval and issuing of tenders for
Implementation, under road based Bus Rapid Transit System (BRTS) in JNNURM, many
projects have been sanctioned, the cities, namely,
1. Ahmedabad (88.50 km,981.35 Crores),
2. Visakhapatnam (42.80 km,452.93 Crores),
3. Indore (11.45 km,98.45 Crores),
4. Jaipur (39.45 km,479.55 Crores),
5. Bhopal (21.71 km,237.76 Crores),
6. Rajkot (29.00 km,110.00 Crores),
7. Vijayawada (15.50 km,152.64 Crores),
8. Pimpri-Chinchwad (42.22 km,738.16 Crores),
9. Pune (101.77 km,1051.00 Crores),
10. Surat (29.90 km,469.00 Crores) and
11. Delhi (14.6 Kms- implementing with its own funds)

ADAVTAGES TO CITY AFTER THE IMPLEMENTATION BRTS

Bus Rapid Transit Systems have achieved important benefits in terms of travel time
savings, increased ridership, land development impacts, and improved safety. In some

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cases travel time reductions resulting from the introduction of BRT services have
sometimes exceeded 40%.
Ridership increases have also been reported demonstrating that BRT can attract and retain
new and even discretionary riders. Evidence suggests that many of the new riders were
previously motorists and that improved bus service results in more frequent travel.
The travel time savings associated with buses operating on their own rights-of-way have
also achieved operating costs and safety and environmentally benefits. For example;
Curitiba uses 30% less fuel per capita for transportation than other major Brazilian cities.
This has been attributed in part to the success of the BRT system.
Like other BRT rapid rail transit modes, BRT stations can provide a point for transitoriented development. If local governments implement land use planning policies that
encourage development near BRT facilities, chances of success increase even more.
Comfortable riding available to citizen.
There will be great decrease in the rate of road accidents.

4. CHARACTERISTICS OF THE BRTS


Physically segregated bus ways,
It means separate lane is exclusively dedicatedto Bus Rapid Transit System. The median
and the inner most lane or the leftmost lane can be dedicated to the bus. In case of median lanes
bus stops orstations can be built in the median to further improve the flow;
Bus Rapid Transits system is on at grade level so build easier access andcomfortable and
efficient high station platforms and shelters. Only BRTS buseshave access rapid boarding and
alighting, disability and user friendly;
Construction time for Bus Rapid Transit System is relatively short. Planning andconstruction of
18 km span of BRTS will take 1 to 3 years and in case ofmetropolitan areas it is about 3 to 5
years;
Efficient fleet management and high passenger volumes - in case of Bogot(Trans Milena
Phase 1+2a) about 1,020,000 passengers per day and maximumpeak hour volume per direction is
about 35,000 passengers per hour (including2+2 lanes). Whereas in Curitiba about 530,000
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passengers per day and maximumpeak hour volume per direction is about 14,000 passengers per
hour (1+1 lanes).and
High commercial speeds of bus operations notwithstanding at-gradeintersections. The main
reason for high speed is segregated bus ways, fareprepayment, high station platforms and express
services.
Advanced Traveler Information System (ATIS) and Automatic tracking of bus
BRTS is look like an appearance with distinct identity and good image, choice ofname new
metropolitan type of buses and attractive stations along withoptimized schedules and routes;
In BRTS commuters can only cross at the zebra crossings. Fatality rates willcome down
drastically. Experts observe that road based transport provides themost effective connectivity for
residents.

5. BENEFITS OF BRTS
Saving in travel timeon the exclusive travel ways the person minutes saved is more than the
person minutes lost by people in automobiles, which means significant saving in travel time.
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Exclusive travel ways reduce travel times in general about 1.5 to 2 minutes per mile (Hobertet al,
2004). Actual time savings are greatest when the previous speeds were the slowest.
Reduced congestion-Congestion has long been recognized as anenvironmental problem. Other
than causing delay, it causes noise and fumes and increaseshealth risks to road users and
residents. Cost estimates for HCBS are significantly less than the cost of grade separators,
provided to reduce congestion.
Increased safety -By creating segregated bicycle lanes and redesigning intersections, conflicts
between motorized traffic and bicyclists can be reduced leading to a sharp decrease in the
number of accidents and fatalities for bicyclists and motorized two-wheelers.
Increased capacity
An exclusive bus lane carries significantly more people than an adjoining general traffic lane
during the peak travel periods. The number of bus riders in an exclusive bus lane exceeds the
number of automobile occupants using adjacent lanes. Thus exclusive travel ways result in to
increased capacity. If a separate segregated lane is constructed for BRTS and bicycles, the
curbside lane, which is currently used by bicyclists, becomes available to motorized traffic and
buses. This relatively small investment in bicycle lanes can increase the road space for motorized
traffic by 50% on three lane roads. Bicycle lanes also result in better space utilization. Not only
does extra space on the main carriageway become available to other modes, the dedicated
bicycle track also provides a higher capacity for bicyclists. Provision of exclusive bicycle track
also provides anopportunity to develop left lane as an exclusive bus lane. For instance a 3.5 m
wide lane has a carrying capacity of 1800 cars per hour whereas it can carry 5400 bicycles per
hour. Average occupancy of a car is 1.15 persons and bicycle carries one person. This implies
that in order to move the same number of people we would need 2.6 times the roads are that
would be required for bicyclists. Give the fact that there is not much space available to expand
existing road the future mobility needs and projected trips can only be met by increasing the
capacity of the existing road network. This can be achieved by encouraging modes, which are
more efficient in terms of space utilization. Motorized vehicles benefit because of improved
capacity of road and improvement in speeds. Capacity estimatesof a typical arterial road in Delhi
showimprovement in corridor capacity by 19-23 percent by providing an exclusive cycle track. If
the full capacity of the corridor is utilized, i.e., provision of a high capacity improvement by 5673 percent (present carrying capacity is 23,000 passengers/hour to 45,000 passengers/hour). BRT
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systems provide a dedicated corridor for quicker bus movements (coupled with bus priority
signaling system) and give a segregated and safe corridor for pedestrians and non-motorized
transport like cycles and cycle rickshaws.

6. AHMEDABAD BRTS
The Government of Gujarat had declared 2005 the Year of Urban Development (Shaheri Vikas
Varsh). During this particular year, the urban development department undertook various
initiatives to resolve urban issues such as traffic management, and the introduction and
enhancement of a city transport system. The Gujarat Infrastructure Development Board (GIDB),
AMC and Ahmedabad Urban Development Authority (AUDA) jointly drafted a comprehensive
urban mobility plan keeping in mind the needs of Ahmedabad as a mega city, and included in it,
the implementation of the Bus Rapid Transit System (BRTS) and the planning of the regional rail
and metro for future years.
CEPT University was assigned the work of the preparing of a Detailed Project Report (DPR) for
the implementation of the BRTS project in Ahmedabad. Meanwhile, the government of India
announced the Jawaharlal Nehru National Urban Renewal Mission (JNNURM) for urban
development and the AMC submitted its proposal to the government of India for the BRTS
project, which was the first of its kind in the country. As approved by the ministry of urban
development, the AMC is now implementing the BRTS project in a phased manner. The BRTS
project was approved in November 2006 and work on the project commenced in 2007. The urban
mobility plan provides choices to the people in the case of their mobility, in terms of different
modes such as the AMTS, BRTS and the suburban rail or metro, all of which complement each
other.

Components of a BRT System


1. Running Ways
BRTS Ahmedabad has 2 Median bus lanes of 3.65 to 3.75 m wide. Motorized Lanes, depending
on ROW, vary between 10.75m in 60m RoW, 9.25m in 40m RoW and 7m in others in ROW less
than 30mts. NMV and Pedestrian Lane are of 2 to 2.5 m and 2 m respectively.

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2. BRT Stations:
38m long 3m wide median bus stations, closed with necessary access controls, at level boardingalighting, off-board ticketing system, IT enabled & Passenger Information System, security
systems & pedestrian crossings & grade separated.

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3. Bus Features
Stylist buses designed for passenger comfort, wide central doors (1.2m+ 1.2m- entry and exit),
(900+/- 40 mm floor height), 60 personcapacity and clean fuel Euro-III Diesel.

VIEW OF BRTS BUS


4. Intelligent Transportation System (ITS)
Operations Control
Automatic Vehicle tracking system
Electronic Fare Collection
Real-time Passenger Information System
Traffic Management (ATCS)

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5. Off-board fare collection


Fare payment at the station, instead of on board the bus, eliminates the delay caused by
passengers paying on board.
6. Intersection treatment
Prohibiting turns for traffic across the bus lane significantly reduces delays to the buses. Bus
priority will often be provided at signalized intersections to reduce delays by extending the green
phase or reducing the red phase in the required direction compared to the normal sequence.
MERITS
Improvement in travel speed:
Peak hour speed- 25 Kmph as opposed to 16-17 kmph of Ahmadabad Municipal Transport
service. Mixed Traffic Speeds are also matching with BRTS.

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Reduced congestion:
Congestion has long been recognized as an environmental problem. Other than causing delay, it
causes noise and fumes and increases health risks to road users and residents. Cost estimates for
HCBS are significantly less than the cost of grade separators, provided to reduce congestion.
Dependable Service/Reliability:
Over 90% of Departures are on time (+/- 90 sec time).
Increased capacity:
An exclusive bus lane carries significantly more people than an adjoining general traffic lane
during the peak travel periods. The number of bus riders in an exclusive bus lane exceeds the
number of automobile occupants using adjacent lanes. Thus exclusive travel ways result in to
increased capacity. If a separate segregated lane is constructed for BRTS and bicycles, the
curbside lane, which is currently used by bicyclists, becomes available to motorized traffic and
buses.
This relatively small investment in bicycle lanes can increase the road space for motorized traffic
by 50% on three lane roads. Bicycle lanes also result in better space utilization. Not only does
extra space on the main carriageway become available to other modes, the dedicated bicycle
track also provides a higher capacity for bicyclists. Provision of exclusive bicycle track also
provides an opportunity to develop left lane as an exclusive bus lane.
Safety:
Major reduction in accidents on the corridor has been observed.
Mode Shift:
Every month about 300 passengers are interviewed to assess the satisfaction level. During the
first month, of the total BRTS users, 57% were AMTS bus users. Now this has come down to
40%. Major shifts are from 3-wheelers (25%), 2wheelers (20%) and Cars (10%). Shifts from
bicycles are not significant.
User Satisfaction:
BRTS User surveys are taken every month by distributing surveys at the station. Every month
surveys are collected and user satisfaction rating is calculated. BRTS got average rating of 9.0
out of 10 in the eleventh month from its users, which is in tune with the past months of
commercial operation. Survey asks for input on safety while crossing the streets, operator
driving, frequency of service, ease of fare payment and cleanliness at stations.
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Ridership Increase:
Ridership has increased consistently through eleventh month by 305%. Average daily passengers
have increased from 17,315 (first month) to 69,759(eleventh month). Frequency of service is at
2.5 and 4 minutes peak during weekdays at eleventh month, up from 5 minutes peak at first
month. Ridership has gone upto85- 90,000/day.
Information Availability:
Real Time passenger information is made available at the stations with in form of electronic
signs that show next bus arrival. Janmarg introduced toll free no. for the commuters
convenience, feedback and complaints.
Increase in Revenues:
As a result of increased numbers, with 23 buses operating, revenue per bus increased from 4500
to 8700 per bus per day during the first four months. This covers the entire sum paid to bus
operator and leaves a small surplus. However, the costs towards ticketing, administration etc. are
yet to be recovered.
Environment:
Due to expansion of bus system, both through AMTS and BRTS and conversion of AMTS and
Auto Rickshaws to CNG, significant improvements in air quality have been observed. From a
position 3rd most polluted among the 88 critically polluted cities monitored by CPCB, the city
has come down to a level of 66th rank.
Economic Social Impacts:
Two types of social impacts are visible. The routes of BRTS network went through the areas
inhabited by the poor. Improved accessibility would not only contribute to widening of the
employment market of the poor and also add to physical upgradation of the area. There are
visible signs of these impacts in certain localities. System wide impacts, to become visible, will
take some more time. Land value impacts are also visible.
Other co-benefits:
It has been observed that on the BRTS corridor, there has been only one fatal accident and
significant reduction in serious accidents has been observed. There have been 6 incidents
involving BRTS bus of which one was fatal. Other impacts such as supporting compact city,
reduction in travel effort (trip length) etc., are yet to be measured.

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DEMERITS
1. Decrease in safety of NMT vehicles
A comprehensive mapping of NMT facilities was done along the BRT corridor by our
survey team, and the provision of footpaths and bicycle tracks was measured and compared with
the proposal.Walking and cycling are two major low-carbon modes of transport, and they are
mainly used by low in come groups due to the zero cost of using them. The DPR for Phase-I
realised that pedestrians and cyclists were the most accident prone, comprising 61
per cent of the total accidents when these modes comprised 55.21 per cent of the
total trips in the city (AMC, AUDA and CEPT University, 2007).

2. Demolition of houses
The BRTS project has caused demolition of houses along the corridor and displacement of
hawkers on these stretches. Hawkers have been displaced because there has been no attempt to
integrate them into the main design. Janmarg street design has not been sensitive to other street
activities along the corridor either. Informal street activities are an important aspect of urban
living in Indian cities, which should have been acknowledged and taken as a design challenges.

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3. Non-inclusion of street vendors in design


Janmargs foray into the heart of the old city will further increase these problems if the street
character is not taken into consideration in street design. Janmargs new route construction near
the main bus stand has already started displacing vendors and other markets along it. Nearly 500
vendors and residents around Geeta Mandir Bus terminus held a dharna (protest sit-in) in January
2012 against the decision of the civic body to construct a double track of BRTS there, as the
BRTS is supposedly going to demolish 300 shops (Daily News Analysis (DNA), 2012).
4. Lack of integration with the AMTS
The advent of Janmarg has led to the negligence of the AMTS by the AMC. The AMTS network
and fleet is much larger than that of the BRTS and therefore has much larger coverage and
ridership. AMTS fares are also lower than that of the BRTS, which makes it affordable for lowincome users. To create ridership for Janmarg, all the AMTS routes parallel to it have been
closed down. This has brought exclusivity to Janmarg and the majority of Janmarg users (more
than 50 per cent) are ex-AMTS users. The continuous AMTS routes have been disrupted as a
result, necessitating now more interchanges than before and increasing trip time and
inconvenience to the AMTS users. AMTS-BRTS commuter integration was never considered,
due to which two bus services run in a completely segregated manner even if are they governed
by the same AMC.

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The segregation between both bus services is complete in terms of physical infrastructure,
ticketing and social marketing. AMTS buses are not allowed in the Janmarg corridor. Instead of
closing down the AMTS routes along the Janmarg and causing inconvenience to the users, the
AMTS buses could have been allowed to run in the dedicated corridor for the BRTS. Instead, the
BRTS is being run as an exclusive service. This could have led to an improvement of the whole
bus service of the city, improved the mobility for many more people than the few living along the
corridor, reduced bus interchanges, and maintained point-to-point connectivity. Janmarg right
now also has issues of last-mile connectivity due to bad walking and cycling infrastructure in the
city, and a crippled AMTS service which is not used efficiently. Janmargs image is of an
exclusive bus system, expensive and express, which ignores the mobility of all in the city.
5. Problems of universal access
Janmarg has also remained unsuccessful in providing better access to the physically challenged.
Although the bus stops have been designed in a way that they are wheel chair-friendly, access to
bus stops is gated by concrete pillars, which makes it impossible for the blind, people with
crutches and wheelchairs to reach the bus stations. Entry and exit into a BRTS station is difficult
for everyone and discipline along the zebra crossings is not enforced.

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CONCLUSIONS
From this public perception survey it can be concluded that BRTS is economical for 74% people
and middle income groups are frequently using it. Survey also show that 72% people thought
that it is time saving, 41% people said that it is excellent as compared to AMTS and 78% thought
that frequency is very good and excellent. And Average Travel Cost per km of BRTS = 1.56
Rs/km Average Travel Time per km of BRTS = 2.72 min/km.
As per data obtained from Municipal Corporation Average travel cost per km of AMTS = 1.2
Rs/km and whereas average travel time per km of AMTS = 3.80 min/km.
Actual records of the Travel Time was done for the route of RTO Circle to Commerce Six Road
for three repetition using stop watch and the actual time measure by us equal to 35min 20sec.
And Actual time provided is 32 min. For comparison travel was made in peak hour at 11:00 am
on two wheeler (Bike) and time required to travel from RTO circle to Commerce Six Road was
54 min 40 sec.
Due to BRTS, going to the other side of the road has become difficult. Provision of under passes
may be considered for future studies.
The doors of the BRTS are found to automatically open inward which are likely to hit the
passengers. Suitable changes in design may be considered so that the doors open parallel to the
length of bus.
From the public perception Five Percent of survey people which are above age group 60 were
questioned and the data analysis indicates that the higher age group finds the comfort level of
BRTS travel is high.

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REFERENCES

1) en.wikipedia.org/wiki/Ahmedabad_BRTS
2) www.unep.org/transport/.../Pdf's/BRT_Casestudies_India_fullreport
3) www.ahmedabadbrts.org
4) www.slideshare.net
5) www.cept.ac.in
6) www.researchgate.net
7) http://www2.dmu.dk/1_viden/2_publikationer/3_arbrapporter/rapporter/ar148.pdf
8) science.jrank.org
9) www.wisegeek.org
10) www.brt.cl
11) indiaenvironmentportal.org.in
12) http://www.itc.nl/library/papers_2008/msc/upm/bajracharya.pdf
13) www.crridom.gov.in

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