JnNURM Funded BRT Systems in India: A Review
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Transcript of JnNURM Funded BRT Systems in India: A Review
JnNURM Funded BRT Systems in India: A Review
Madhav PaiTechnical Director – India
EMBARQ
TRB, 2009Washington, DC
Current Status – 17 Cities are considering, planning or implementing busway/BRT projects.
10 of the 17 are being funded through JnNURM
@ Ambedkar Marg & Mehrauli Badarpur Road Junction
Bus priority at junction
Source: DIMTS
Metro Phase I
Metro Phase II
HCBS Phase I
Photo By: Madhav Pai, EMBARQ/WRI April 26th, 2008
Packed bus on a Saturday, there were more than 200 passengers in the bus
Photo By: Madhav Pai, EMBARQ/WRI April 26th, 2008
Bus Station on Mehrauli Badarpur Road
Car vs. bus drivers
65% of car drivers feel the BRT has made traffic congestion worse
75% of bus drivers say the BRT is a huge improvement for buses.
More than 50% of car drivers say that the new bus stops in the middle of the road do not make driving more difficult.
Bus drivers say it's easier to pick up passengers from the new bus stops and 72% of them say the middle-of-the-road stops are working better than the earlier system.
Most car drivers, 76%, however, say that they are worried about hitting pedestrians crossing the road.
61% of car drivers say driving is easier now that buses have their own lane
82% of bus drivers say the new bus lanes for them make driving easier.
Bus passengers
88% of bus commuters feel the new BRT and its buses are an improvement on Delhi's public transport system
71% believe it will help in reducing travel time - most bus users say their commute time has already been slashed by 50 per cent after the BRT was introduced.
60% of bus commuters say there are enough Marshals and traffic policemen to help guide them to their buses
Despite some design and operational issues, bus users & bus drivers are perceiving large benefits
Source: NDTV Poll, May 1st, 2008 http://www.ndtv.com/convergence/ndtv/story.aspx?id=NEWEN20080048558
Delhi BRTS Initial Corridor
Initial Operation: 2008Length: 5.6 KmStations: 12Ridership: N/A; 8,000 pphpdFrequency: 60 buses/hrCommercial Speed: 11-13 Km/hr
Median lane busways on Arterial – open system (0.1)Small shelters with narrow platforms – insufficient bays (0.25)Mixed fleet (0.25)Manual fare collection – on board, no central control (0.1)
BRT Rating: 0.70 (18%)
Source: Pai and Hidalgo, JnNURM Funded BRT Systems in India: A Review, TRB 2009
• The traffic signals did not work properly. Signal cycles excessively long (12 minutes)
• Bus queuing at stations - spillovers• High number of Blue Line Bus breakdowns in the bus lane. • Bus drivers were not well informed of the new operations.
Additional traffic wardens have helped providing instructions.• Motor vehicles and two wheelers invaded the bus lanes• Pedestrian jaywalking
Delhi bus corridor had several problems during the first weeks:
Source: DIMTS
Metro Phase I
Metro Phase II
HCBS Phase I
Pune Pilot Corridor
Pune inaugurated a pilot corridor on 3 December 2006
Bus priority in median lane
Pilot corridor of 14.8 Kilometers
PUNE
Things done well
Infrastructure costs have been low
High performance: commercial speeds of 16-18 km/hr in stretches where segregation infrastructure is complete. High occupancy 80-100 passengers observed in the peak sections.
Service receives good rating by users. People indicate that the busway has reduced the travel time and the new buses are of better quality.
Fares for new AC Volvo buses are same.
On board e-ticketing has been introduced.
Improved driver work environments. The uniformed drivers feel a sense of dignity and pride.
PUNE
Implementation was rushed, causing operational problems, user dissatisfaction and bad public image. Very few problems have been corrected since operations have begun.
Segregation infrastructure is complete in only for 3 kms of the 14.8 km corridor.
Respect of busways by the general traffic is not adequate due to lack of continuous segregation, enforcement and user education.
Bus stop circulation for passengers is difficult due to the presence of obstacles (seats, columns) and narrow sections. Passengers are required to step down the platforms to reach the pedestrian walkways at the intersection.
Level boarding has not been achieved as buses do not dock at close distance to the platforms. As a result there is high inconvenience to the passengers that need to walk down the platforms to walk up the bus entrances.
PUNE
Things that perhaps should have been differently
PMPML bus moving faster than rest of the traffic
Pune Pilot Corridor
Photo By: Madhav Pai, EMBARQ/WRI Feb 8th, 2008
PUNE
Students who boarded the bus at Vidyapeeth enjoying their ride back homePune Pilot Corridor
Photo By: Madhav Pai, EMBARQ/WRI Feb 8th, 2008
PUNE
Mixed Traffic in Segregated LanePune Pilot Corridor
Photo By: Madhav Pai, EMBARQ/WRI Feb 8th, 2008
PUNE
Opportunity for Terminal Development (355,000 sq. ft.)Pune Pilot Corridor
Photo By: Madhav Pai, EMBARQ/WRI Feb 8th, 2008
PUNE
No level boarding causes inconveniences to passengers and increases dwell times
Pedestrians don’t use crosswalks
Overcrowded buses Hadapsar Terminal
Pune Pilot Corridor
Photo By: Madhav Pai, EMBARQ/WRI Feb 8th, 2008
JnNURM
funded
BRT projects
in India
(Under Implementation)
1. Ahmedabad (Janmarg)
2. Indore (MetroJet)
3. Jaipur
4. Pune
Demonstration Corridor
AHMEDABAD
Project Highlights
BRTS – Master Plan – 88 km
12 km Pilot – 58 km Phase I – 34 Phase II
Pilot corridor will be inaugurated in March 2009
35% cost from JnNURM funds
Fully segregated corridors, level access
Closed system
Controlled operations
Fare integration
AHMEDABAD
Demonstration Corridor
INDORE
Project Highlights
BRTS Master Plan – 88 km
12 km Pilot – 47 km Phase I – 39 km Phase II
12 kms sanctioned, 50% funds from JnNURM
Pilot will be inaugurated December 2009
Fully segregated corridors, level access
Open system
Controlled operations
Prepayment, electronic ticketing
INDORE
Demonstration Corridor
JAIPUR
Project Highlights
BRTS – Master Plan – 138 km
7.1 km Pilot – 47 km Phase I – 84 Phase II
All 138 kms sanctioned
50% cost from JnNURM funds
Pilot corridor will be inaugurated in March 2009
Fully segregated corridors
Open system
Controlled operations
Prepayment, electronic ticketing
JAIPUR
Demonstration Corridor
PUNE
PUNE
Project Highlights
BRTS – Master Plan – 100 km
15 km Pilot – 58 km Phase I – 34 Phase II
All 100 kms sanctioned
50% cost from JnNURM funds
Pilot corridor will be inaugurated in December 2006
Mixed traffic through downtown
Open system
No controlled operations
Electronic ticketing
PUNE
Early Progress & Lessons Learnt
Bus Boost to Bus Based - Public Transport
A need for bus based public transport and preferential treatment of buses realized by central government (Ministry of Urban Development)
Change in perspective of senior city bureaucrats towards bus-based public transport system due to national workshops and exposure trips.
Realization in city bureaucracy for restructuring state/municipal corporation owned bus companies and implementing organized bus based public transport in cities where IPT has major share.
Internal capacity building for City staff
Bus Capacity Building Bus Industry
Bus body building was a cottage industry until a few years ago.
In the last four years manufacturers through internal research and joint ventures have rapidly built capacity.
ITS Industry
Local manufacturers are working very hard to build capacity in manufacturing GPS devices, traffic signal technology and other ITS equipment.
Local manufacturers have managed to significantly drop costs
Consulting Expertise
Contractors
Exposure visits, MoUD workshops and conferences like this have provided an excellent platform for exchange
Difficulties of working with new vendors
Costs for technology haven’t stabilized, which makes financial planning extremely difficult
Technologies (buses and equipment) haven’t been fully tested and systems have endure a learning process as industry matures
Routes in mixed traffic through city centers
Demand: 3,000 PPHPD
Speed = 20 km Speed = 20 km
Speed = 8 km
Speed = 20 km
Fare Levels
Fare levels are low, one rupee per kilometer or lower
Planned services maybe faster, more reliable and with better bus and information technologies, however planned bus occupancy is very high
Fares at these levels alone are not sufficient to provide adequate level of service and make the system financially sustainable
Financial Sustainability, Fare Levels & Bus Occupancy
Alternate revenue sources
Fixed annual subsidy
Land development
Convincing all City Staff
There is buy-in from the main stakeholders of the project, Engineers, contractors, land development authorities implementing the project are not fully convinced.
Logic of running the buses in median lanes continues to be questioned
Buy-in and confidence in the project is required to make bold decisions
Transfers of primary stakeholder has been a big concern
Special efforts to emphasize the need for equitable allocation of road space to all its constituents (Pedestrians, Bicyclists, Public transport, IPT and Personal vehicles).
Conclusions
1. Systems reviewed are all expected to improve travel conditions, quality and performance of public transport.
2. Systems in their current form will significantly contribute to mobility needs in Tier II cities, but are far from reducing the pressures of rapid motorization.
Recommendations
Make all efforts to facilitate improvements in the technology space -fare collection integration, terminals and operations control.
Comprehensive, performance based specifications in contracts to cover for lack of experience on the vendors/contractors.
Understand long term implications of contracts being negotiated with private parties for bus operations & fare collection.
Strive to achieve commercial speeds of 20 km/hr (Including stops and waiting at junction) with safe, efficient operations, boarding and alighting at stops, level boarding, limited access to bus stations.
Exposure trips, field visits, conference exchanges not only for decision makers but for staff working on the projects.
Enforce cities to supervise, monitor and control the system after implementation, to collect data for system planning, to archive collected data and to measure & monitor.
www.embarq.wri.org
Thank You
Foundation
Global Strategic Partners
SUMA PartnershipSustainable Urban Mobility in Asia
CAI Asia – ADB - SIDA