Post on 09-Jun-2022
Bus Rapid Transit:
How Delhi Compares
Delhi BRT
Modern Low Floor CNG Buses are a big improvement: Lower Particulate emissions than TransMilenio
Grade “A” Cycling Facilities Bike flows at peak are as high as 1200, highest in
world after China
Grade “A” Pedestrian Facilities set a new high standard for BRT
At grade pedestrian crossing is fine and Normal
Central lane bus configuration is NORMAL and critical to increasing speeds
Lanes of mixed traffic
Bus express lane
Achieving high capacities with express lanes
The QUINTESSENTIAL BRT: Quito EcoVia Line
Central lane BRT ends conflicts with bikes and peds
Delhi BRT Corridor before BRT
Bike lane and central buslane configuration ends bus –bike conflict
Issues; Delhi HCBS allows Non-BRT Buses in the Buslane,
many DETERIORATED BUSES: frequent stalls and breakdowns
Only newer buses regulated by DIMTS and meeting quality standard and maintenance should be allowed
Non-BRT Buses interrupt the planned function of the BRT station
Station Comfort is only FAIR
Ahmedabad Station Design is Nicer
AHMEDABAD MUNICIPAL CORPORATION AND AHMEDABAD JANMARG LIMITED
TransMilenio feels like a metro station
TransMilenio is as comfortable as a metro station
Bogota
Station configuration creates very wild weaving motions at intersections contributing to accidents
Sao Paulo Novo de Julio Before and After reconstruction to central median station
configuration
Delhi: 12,000 pphpd, 13km/hr
Passenger Volumes are Good: Speed is slow
Guangzhou BRT phase I
• 25,000 pphpd
• 25 km/hr
Beijing BRT
• 7,500 pphpd • 21 km/hr
Seoul BRT
• 12,500 pphpd
• 17 km/hr
Brisbane busway
• 10,000 pphpd
• 19 km/hr
TransMilenio
• 35,000+ pphpd
• 25 km/hr
19
TransJakarta Busway
• 5,000 pphpd
• 21 km/hr
Curitiba BRT
• 13,000 pphpd
• 22 km/hr
Sao Paulo BRT
• 15,000 pphpd
• 16 km/hr
Hangzhou BRT
• 1,500 pphpd
• 23 km/hr
Kunming bus lanes
• 8,000 pphpd
• 19 km/hr
Bus speed slow, Mixed traffic speeds deteriorated
Line Speed KPH Ridership (passengers / hour /
direction)
Impact on Mixed Traffic
Bogotá TransMilenio 29 42,000 Improved a lot
São Paulo 9 de julho 12 34,910 Improved some
Porto Alegre Assis Brasil
18 28,000 N.A.
Belo Horizonte Cristiano Machado
15 21,100 N.A.
Delhi 13 12,000 Deteriorated Significantly
Curitiba Eixo Sul 21 10,640 N.A.
Mexico City Metrobus 21 8500 Deteriorated a little
Quito EcoVia 18 10,200 Improved significantly
TransJakarta 18 4500 Deteriorated significantly
Beijing 15 7500 No effect, new road
Bus speeds are slow because buses cue at the station OR the intersection
Sao Paulo only 12kph because of bus cueing at station
They need passing lanes and route reconfiguration, and to increase boarding speed.
Taipei BRT has similar bus cueing problem to Delhi
Bus Cues, Taipei’s HCBS System, Morning Peak.Bus Cues, Taipei’s HCBS System, Morning Peak.
Delhi Bus speeds slow because of junction/bus station interference
Delhi BRT is getting 13 buses/direction through the junction on one cycle only because passengers are boarding up the road off the platform. This is the
cause of pedestrian danger, NOT the at grade crossing
JUNCTION DESIGN INITIAL CONCEPT
JUNCTION DESIGN FINAL DESIGN
TransJakarta Jammed the Corridor Also, but for different reasons.
80% of Old buses remained in mixed traffic lanes
Junction conflict with BRT station and turning movements are the cause of mixed traffic delay.
Six signal phases, each six minutes.
TransMilenio is three phases, three minutes max
Space for BRT system (stations and runways)
Space for mixed traffic (roadway)
Seoul stations have one long platform, one passing lane (consumes 3 rather than Delhi’s 4 lanes), and
are far from the junction, allowing more mixed traffic turning lanes at the junction
Seoul, Korea’s BRT stations are mid-block, to allow space for left turn lanes
JUNCTION DESIGN Fewer lanes to cross to reach BRT station
Median Station allows for easy transfers
More space for mixed traffic at intersection
Synchronized signals for safe pedestrian crossing
INITIAL CONCEPT FINAL DESIGN
Delhi has six phase junctions, TransMilenio has 2 or 3 phases
What Can Delhi do now? Making Right Turning and left turning buses enter
mixed traffic lanes would eliminate 2 signal phases
Local service only Add routes to simply transfers
Add limited-stop services Add express services
Local service only Add routes to simply transfers
Add limited-stop services Add express services
Simplifying the routing structure simplifies the signal phases
No turning routes simplifies intersection the most
Some turns allowed: a compromise between directness of routing and intersection simplicity
Operational Control System helps buses
follow schedule to avoid cueing problem
REPORTS
CONTROL CENTRE
SATELLITE
BUS GPS-GPRS COMMUNICATION MODULE
WIRELESS NETWORK • GPS-GPRS module on entire Bus fleet (BRT and AMTS)
• Automatic transmission of Vehicle Location to Central Control Center (CCC)
• CCC - Bus Driver communication for desired Level of Service
• Operator Performance Reports
• Automatically generated Operator Payment Advice. Short payment cycles.
Bus routes can be relocated or eliminated
OPERATIONAL PLAN
Trunk, Feeder and complimentary routes
could be considered
Contract out more of the system to private sector
Curitiba URBS Bogota TransMilenio
Santiago TransSantiago
Delhi
Bus Procurement
Private Private Private Public
Bus Operations Private Private Private Public and Private
Fare Collection Public Private Private Public
Trust Fund Public Private Private None
Control Center Public Public Private None
Operational Planning
Public Public Private None
Setting the Fare Public Public Public Public
System Design Public Public Public Public
Service Standards
Public Public Public (none)