Post on 15-Jun-2015
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BRT in India
Madhav Pai EMBARQ
Pai and Hidalgo, JnNURM Funded BRT Systems in India, A Review, TRB 2009
Background: JnNURM, NUTP and Delhi.
The JnNURM 4 cities and their projects (road widening to BRT)
How the projects are coming along
Early progress & lessons learnt:
Need for operational planning, demand estimation, external subsidies, and better institutional set up.
Conclusions/lessons learnt
OUTLINE
JnNURM – Urban Renewal Mission
Focus on efficiency in urban infrastructure and service delivery mechanisms
Focus on strengthening Municipal and other urban local bodies
Emphasis on community participation, and accountability towards citizens
National Urban Transport Policy
Focus on building people centric urban transport. To achieve its objective it recommends
– integrated land use and transport planning, – equitable allocation of road space, – priority to public transport, – priority to non-motorized transport, – discourage use of personal motor vehicles, – coordinated planning and – association with private sector
Marriage - JnNURM to NUTP
and
4 Road Widening Projects
became
4 Cities with an opportunity to create high quality public transport system, oriented to the user that offers fast,
comfortable and low cost urban mobility
Round 1 JnNURM
funded
BRT projects
in India
(Under Implementation)
1. Ahmedabad (Janmarg)
2. Indore (MetroJet)
3. Jaipur
4. Pune
Road widening projects transformed into BRT projects or projects developed with a focus on road infrastructure
System design was done without an operations plan as starting point
Very little or no demand estimation
Costs for all components of BRT not accounted for upfront (Technology, Rolling Stock, Staffing SPV)
Photo: Madhav Pai, EMBARQDelhi BRTS
(2008)
Delhi Busway - Initial CorridorInitial 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
@ Ambedkar Marg & Mehrauli Badarpur Road Junction
Bus priority at junction
Delhi bus corridor had several problems during the first weeks:
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
The difficulties received wide media coverage : focused on the problems for car drivers
Most problems are being corrected, but the concept is in doubt - expansion has slowed down
Delhi’s problems resulted in a negative impact for BRT all over India
Early Progress & Lessons Learnt
Boost to Bus Based - Public Transport
Change in perspective towards bus-based public transport
Realization in city bureaucracy for
restructuring state owned municipal corporations
implementing organized bus based public transport in cities where buses operate on carriageway contracts and/or IPT has major share.
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 (Ahmedabad, Pune, Jaipur and Indore) and conferences (India Mobility) have provided an excellent platform for exchange
Capacity Building
Capacity Building
Difficulties of working with new vendors/contractors
Costs for technology haven’t stabilized, which makes financial planning extremely difficult
Technologies (buses and equipment) haven’t been fully tested and systems have to endure a learning process as industry matures
Financial Sustainability, Fare Levels & Bus Occupancy
Alternate revenue sources - Fixed annual subsidy; Land development
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
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).
Staffing SPV’s Special Purpose Vehicle’s (SPV) currently
not staffed or staffed with public officials who are transferable
Staffing SPV’s with qualified competent full time staff is a big challenge
Current Status – 17 Cities are considering, planning or implementing busway/BRT projects.
10 of the 17 are being funded through JnNURM
Conclusions1. 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
• Operations Plan – Should be the starting point of the design process
• Traffic Engineering – Implemented and managed by traffic engineers.
• Performance Based Contracts - Comprehensive, performance based specifications in contracts to cover for lack of experience on the vendors/contractors.
• Bus Operator & Fare Collection Contracts - Understand long term implications of contracts being negotiated with private parties for bus operations & fare collection.
• Technology – Fare Collection/Integration, Operations Control & Signals
• Monitoring, Supervision and Control – Post Implementation
THANK YOU!