designing Bus Rapid Transit System (BRTS)

SandeepGandhi,SGArchitects

NationalUrbanTransportPolicy
Bringingaboutamoreequitableallocationof roadspacewithpeople,ratherthanvehicles, asitsmainfocus Investingintransportsystemsthatencourage greateruseofpublictransportandnon motorizedmodesinsteadofpersonalmotor vehicles
NationalUrbanTransportPolicy,2006

TargetUsers Mobility

HowdopeopletravelinDelhi?
AverageHouseholdincome lessthanRs.10000 permonth Thismeansamajorityoffamiliescanspendless thanRs.30perdayoncommutingforallorless thanRs.15peradultperday Morethan1520%ofpopulationlivesinslums Morethan30%cannotlegallydrive(tooyoung,too oldormedicallyunfit) Almost45%ofthepopulationwalksandcyclesto work (34%walking,11%Cycles/Rickshaws). 32%usepublictransport(bus,metro,auto) 14%usemotorizedtwowheelersandonly9%use cars Mobilityisamajorcontributorinincomegeneration Indicatesataneedforstreetstobeoriented towardssafe,convenient,lowcostmobility public transport,walkingandcycling= Buslanes+Cycling+Walking

UsersonBRTScorridorRajkot

sourceRITESCTTSstudy

Whypublictransport?

(what'swrongwithprivatetransport???)

People need to travel within cities so they need VEHICLES ??

Cities face traffic and pollution problems today !

When only 15 to 35% of population uses pvt. veh.

Imagine a scenario when 100% of population uses pvt. cars

Conventionalsolutionandpromise.....

Source:Ar.Dr.GeetamTiwari,IIT,TRIPP,NewDelhipresentation@FEEDon13th Feb09

.........standard outcome

Source:Ar.Dr.GeetamTiwari,IIT,TRIPP,NewDelhipresentation@FEEDon13th Feb09

Whatisthesolution?
Plan for people and not vehicles !!!! Opt for a more efficient mode of transport

People Carrying Capacity of One Lane

People per hour per direc tion
10000 9000 8000 7000 6000 5000 4000 3000 2000 1000 0

Cars

Two Wheelers

Walking

Cyclists

Buses

Mode

Whybuses?

(WhynotMetroorLRTor....??)

PublicTransportTechnologies
Importanttoevaluatealternative technologiesinthecontextofthecity characteristics
Approx.Rs300 350crores/kmUnderGround Approx.Rs200 250crores/kmAboveGround

Highcost HighCapacity Lowflexibility Heavyrailmetros

Approx.Rs100 120 crores/km Approx.Rs70100crores/km Approx.Rs1015crores/km Approx.Rs58crores/km

Lightrailondedicated rightofway Lightrailonsharedrightof way/Monorail/Skybus Highcapacitybuson dedicatedlanes/BRT Electrictrolleybus Dedicatedbusway Busesinmixedtraffic

Lowcost Lowcapacity HighFlexibility

WhynotMetro?
Itisexpensive atthecostof1kmofunderground metro,2kmofovergroundmetroand30kmofBRTS canbedeveloped Itisarigidsystem requiresuniformlevelsofhigh densityalongthecorridor.Thisrequiresinterventionin cityformresultinginhighsocialandenvironmental impact. Itattractslongtriplengths,i.e.about1314kmtripsin Metroorabout1617averagejourneylength,whichis lessthan1520%tripsinDelhi. Whilebusescaterto6.59kmtripsorabout711km totaljourneylength,whichisabout50%oftripsinDelhi.

BUS/PT enables Efficient use of urban space !! Reserving space for buses assures a transport security in the future

WhatisBusRapidTransitSystem(BRTS)?
Itisabusbasedtransitsystemwhichmakes publictransportattractiveby: Providingjourneys;faster thanregular busesandprivatevehicles Allowinghighercapacitythanregularbus basedpublictransport Makingthecorridorsafer andefficientfor buscommutersandotherusers TheworkingdefinitionofaBRTis:BRTSisan affordablerubbertirebasedpublic transportsystemwhichusesdedicated lanesandadditionalcontextspecific featurestoprovidehighercapacity,speed, safety,comfortandreliabilityoftransit thananyothermodeoperatinginmixed trafficcondition.

Definition

BRTSinDelhi

ButBRTSleadstoCongestion?

ForourMOBILITYSECURITY

Whatcausescongestion? Isitthelackofroadspace?
AveragetriplengthinDelhiis~7.8km
Break up of Trips in Delhi
17% 35% 9% 17% Pvt. Motor Pedestrians Vehicles Buses Others Motor Vehicles Bicycles

Break up of Road Space Allocation in Delhi

15% Pvt. Motor Vehicles Others

39%

83%

85%

Cars and two wheelers carry only 15-20% of people but occupy 85% of road space.... .... this imbalance contributes to the desire to use a pvt. Vehicle !

PlanningPriorities
Traditional/Existing
Roadstobedesignedforhighercar(PCU) speedsand capacitieswithleastdelays PedestrianandCycleInfrastructureoftencompromised

Thisensuresthatprivatetransportalwayshasan advantageoverwalking,cyclingandbuses

FutureScenario ITO
60 50

No. of Lanes

40

1 - existing Breakup 2 - All road users graduate to cars (T he Nano Scenario) 3 - All road users (other than cars) graduate to 2 wheelers

30

4 - All road users other than cars m ove to buses 5 - All road users m ove to buses (including car drivers) 6 - All road users m ove by cycles

20

7 - All road users m ove by foot

10

0 Scenario

DeclineinPublicTransportNumbers
Since2001,1/3rd ofbuscommutershave shiftedtoprivatetransport from60%in 2001to43%in2009 Vehiclenumbersonmostcityroadshave doubledin5years(studyofBRTcorridorfrom 2003to2008) Pvt.Vehiclesgrowingattherateof810%as againsttheoveralloftripgrowthofmere3% inDelhi.

Needtodiscouragetheshiftto PrivateVehiclesandencourage theuse of publictransport & nonmotorizedmodes

HenceBRTS!
BRTSprovidesreserved lanesforbusesonthe road ItmakesbusbasedPT attractivebe prioritizingitoverpvt. veh. Thishelpsinarresting migrationtopvt. vehiclesandretaining currentuse.

PublicTransportVsPvt.Transport AccessTime?
PassengerSpeed

PublicTransport VehicleTime

PublicTransport AccessTime(by walk)

Pvt.Transport, VehicleTime PassengerSpeed= VehicleSpeed

Pvt.Transport AccessTime? (Parkingaccess)

BRTSInfrastructureDesign

Users/People

BRTS Morethanjustlane!
Segregated bus lanes .. and Dedicated tracks for bicyclists High quality barrier free pedestrian infrastructure Integrated facilities for hawkers Modern signal systems Intelligent transport systems Round the clock monitoring Better signages Landscaping Vehicular lanes High quality lighting provisions New drainage systems Public seating

BRTSInfrastructureDetails
DelhiBRTS

SidelaneorCentrallane?
Sidelane:High frictionfrom turningvehicles reducecapacity andefficiency

Central Lane:20,000 35,000pphpd

SAFETY AND PEDESTRIAN CROSSINGS FOR SIDE AND CENTRAL BUS LANES
MORNING

EVENNING Total of 12 lanes are crossed - 3 at a time EXISTING SYSTEM Total of 12 lanes are crossed - 2 at a time HCBS SYSTEM

BusLane EntryExit
Dedicatedsignalsfor buslanes Buslanesegregation starts30mafter junction Specialsignsand markingtodemarcate buslane

BusLane Entry/Exit

BusLaneMedian
Rumblestripsallow overtakingincaseof breakdown Discourageover speeding Curbbetweenbusand MVlanehavegentle slopefrombuslane side.

BusShelterEntry
Sheltersaccessed directlyfromsignalized pedestriancrossing Controlledaccessallow entry/existonlyfrom junctionside

BusShelterLevelBoarding

BusShelterLighting

BusShelterSignage

BusShelterSignage
Routemapsspecificto busroutesateach shelterprovided. Benchestoseat6 passengersprovidedin eachshelter

LightingandDrainage

CycleTracks
ContinuousConcrete Tracks AdjacenttoMVlanes Raisedby75to100mm aboveroadlevel Physicallysegregated fromMVlanesand pedestrianpath Treebeltprovideshade

CycleTrack
Entryalignedtonatural pathofcyclists Segregationstarts30m afterjunctiontoallow easyaccess

CycleTrack
Raisedcrossing establishedcyclistand pedestrianpriorityat unsignalizedjunctions Texturedrampsfor vehicles different surfacetreatmentat crossing

CycleTrack
Pedestrianpathedge designedtoprevent pedalhitting Raisedpedestrian crossings

CycleTrack
Informationsignsused fortracks tracks projectedasafriendly option,not enforcement Regulatorysignsfor cars cycletracks definednoentryfor cars

CycleCrossingatJunction

PedestrianPath
Wideshaded pedestrianpaths

PedestrianPath
Raisedcrossingfor pedestriansprovide safe,convenientand barrierfreecrossing acrossunsignalized junctions Wide differently texturedcrossing

PedestrianCrossingatIntersections

TSRandCycleParking
TSRandcycleparking arelocatednearbus shelters outsidethe carriageway Barrierfreeaccessto TSRparkingisprovided

HawkerSpacesandLandscaping
Hawkerspacesdefinedbybenchesandbollards locatedoutsidepedestrianpathandcycletrack

IntersectionLandscaping
Wideshaded pedestrianplazas providedforpedestrian andcyclerefuge Eachcornerofjunction hasdesignatedhawker spacesandatleast1 publictoilet

PrivateCarParkingandServiceLane
Accessfunctioncatered byservicelanewhich includesparking Limitedaccessto/from servicelanereduces frictiononMVlanes

Signals
Combinationofnearandfarsidesignalsforgreater visibility

BarrierFreeInfrastructure
Asperdisabilityactof1999

Footpaths
DirectandComfortable
z

Even surface Continuous tactile paverson entire 14.8kmfor visually impaired

Footpaths Continuousatcrossings
z

Nolevelchanges onfootpathmakes itconvenientfor peoplewith reducedmobility Raisedcrossing typedesignslows crossingvehicles, makingitsaferfor useand establishingright ofwayfor pedestrians.

Footpath RestingFacilityevery200m
z

40to45cm highbollards withrounded edgesare providedat shadedresting spacesevery 200m. Thesespaces alsoinclude spacefor hawkers

Footpath Lighting
z

Specialwhite lightingat average40lux forfootpaths Maintains colourcontrast fromroad Ensurescolour contrastof tactilepavers visibleatnight

CrossingandIntersections CrossingCycleTrack

z z z z

Corridorprovidesregularspacesforparkingof3wheelers Thesefacilitiesincludelevelcrossingforwheelchairs Tactilewarningforvisuallyimpaired Boardingspaceforwheelchairs

CrossingsandIntersections NegotiatingFreeLeftTurns
z z z

Atgradecrossing (nolevelchange) Vehiclesslowdown Bollardswithto directvehiclesand cleargapof1.2m Tactilepaversto warnvisually impairedbefore enteringthe junction 1:12sloperamp accesstozebra crossing

Intersection Signals
z

Audible signals which beep whenlight isgreen

BusStations AccesstotheBus

Definedboardinggateswithwarningtiles

BusStations Lighting
z

Lightinglevelsof average40lux insidebus shelters. Whitelight ensurecolour contrastfor visuallyimpaired atnight

Buses Accessfromregularroads
Foldingramp insideeach busallows accessto wheelchairs onregular roads

Buses InsidetheBus
Spacetopark wheelchairs withprovision ofspecialbelt tosecure duringjourney

SignBoards
StationandRouteInformationatFootpath
z

SpaceforBraille signageandAudible messagesat1.4to 1.6maboveground level. Directionaidthrough tactilepavers Widespacefor wheelchairs

SignBoards
RouteInformationatBusStations

SpaceforInformation inBraille

BRTSSystemDetails

SYSTEMSELECTION
Jakarta Closed

Delhi Open

Bogota Closed

PROS:

ClosedorTrunk&FeederSystem

Givesabrandimagetopublictransport Ensureshighservicequalityandreliability Allowseaseofcontrolandenforcement

Farestructureandfarecollectionsystemisgenerallysimpler anduniform. SimplerJunctiondesignandsignalplan.Canbemanagedin maximumof45phasesasturningbusesiscontrolled CONS Heavydependenceonfeederinfrastructure Transfersareincreased,increasingjourneytime Suitableforcitieswithmajoritytripsaremorethan10km~

Notsuitableforcorridorswithhighsegmentdemand variations. Notsuitableforcorridorswithhighsegmentdemand variations.

10 30km

Highqualityfeedernetworkisessential RestrictsusebynonBRTpublictransportmodes Needsanewandindependentinstitutionalmechanism

13km

PROS:

OpenSystem

Increasesthecatchmentareaofbuses Transfersareminimised,decreasingjourneytime.

Doesnotneedseparatefeedernetwork Suitableforcitieswheremajoritytripsarelessthan~10km. Workswellincorridorswithhighsegmentaldemandvariations

Extendssegregatedlanebenefitstoallpublictransportandhigh occupancymodesonthecorridor. Canworkwithintheexistinginstitutionalandregulatoryframework usingtheexistingoperators.

CONS:

Predictabilityandreliabilityofpublictransportisdecreasedbecause thebuseshavetomoveinmixedconditions Difficulttoregulateandcontrol Hasgenerallycomplexfarestructureandfarecollectionsystem

Signalcycledesignrequiredmorephasesasturningisallowedfor buses.Aminimumof6phasesignalcycleisrequired.

HybridSystem

HYBRIDSYSTEM CombinesbenefitsofOpenandClosed

System

Inthesamecorridorarouteisreservedonlytoplyonthe corridor.ThismaybereferredastheBRTbus.Otherbusesmove inandoutofthecorridorandthiswillbecitybusservice

Minimumstandard/frequencyismetbyBRTSoperations,higher segmentaldemandsaremetbycitybuses. Providesreliabilityandhighservicequalityaswellbrandimage alongwithflexibilityandconvenience.

Farecollectionandcontrolwithincorridormaybesimplifiedby providingclosedshelterswithoffboardticketing

OperatingSpeedandAverageStationSpacingeffectontraveltime
OpenSystemTravelTimeComparisonfor6KmTripLength
45 44
Triptimeinmin

OpenSystemTravelTimeComparisonfor10KmTrip Length
64 62

4445 4344 4243 4142 4041 3940 3839 3738 3637

500m 600m 700m 80 800m 100 1000m 60

42 41 40 39 38 37 36 40 60 500 80 600 700 800 100 1000 PeakBusSpeedin Km/hr

Triptimeinmin

43

60 58 56 54 52 50 48 46 40

6264 6062 5860 5658 5456 5254 5052 4850 4648

900

900m

PeakBusSpeedin Km/hr

CloseSystemTravelTimeComparisonfor6KmTripLength
45 44
Triptimeinmin

ClosedSystemTravelTimeComparisonfor10KmTrip Length
64 62

4445 4344 4243 4142 4041 3940 3839 3738 3637

500m 600m 700m 100 1000m 80 800m 60

Trip timeinmin

43 42 41 40 39 38 37 36 40 60 500m 80 600m 700m 800m 100 1000m PeakBusSpeedin Km/hr

60 58 56 54 52 50 48 40 46

6264 6062 5860 5658 5456 5254 5052 4850 4648

900m

900m

PeakBusSpeedin Km/hr

Distancebetweenstationshasmajorimpactontraveltimereductionupto700800m Increaseinpeakspeedofbusesfrom40km/hrhaslittleornoimpactontraveltimereduction

PassengerandOperationalSpeedComparisonBetweenopenandclosedsystem
PassengerandOperationalSpeedComparisonofOpenandClosedSystem
25 20

Speedinkm/hr

15 10 5 0 4 6 8 10 TripLengthinkm 12 14 16

PassengerSpeed MixedCondition PassengerSpeed OpenBRTS PassengerSpeed ClosedBRTS OperationalSpeed OpenBRTS OperationalSpeed ClosedBRTS

CloseSystemTravelTimeComparisonfor8KmTripLength

CloseSystemOp.SpeedComparisonfor8KmTripLength

52 50 48 46 40 44 60 80 100 PeakBusSpeed in Km/hr 33 28 5052 4850 4648 4446 60 80 100 23 40 18

OperationalSpeedinKm/Hr Triptimeinmin

3336 2833 2328 1823

PeakBusSpeed in Km/hr

Operationalspeeddoesnothaveadirectrelationshipwithpassengerspeedisineffectiveforcomparison Opensystemaregoodforaveragemotorizedtripslessthan912km,andclosedformorethanthatlength

PassengerandOperationalSpeedComparisonBetweenopenandclosedsystem
JourneyTimeCmparisonforDifferentBRTSDesignOptions
54 52 50 Junctionwith overtaking staggeredinopen system JunctionWithOvertaking StaggeredinClosesystem JunctionWithOvertaking IslandinOpensystem JunctionWithOvertaking IslandinClosesystem JunctionWithout OvertakingStaggeredinOpensystem JunctionWithout OvertakingStaggeredinClosedsystem JunctionWithout OvertakingIslandinOpensystem

JourneyTimefor7kmTripin Min

48 46 44 42 40 400 450 500 550 600 650 700 750 800 850 900 950 1000

JunctionWithout OvertakingIslandinClosedsystem MidBlockWithOvertakingStaggeredinOpensystem MidBlockWithOvertakingStaggeredinClosedsystem MidBlockWithOvertakingIslandinOpensystem MidBlockWithOvertakingIslandinClosedsystem MidBlockWithout OvertakingStaggeredinOpensystem MidBlockWithout OvertakingStaggeredinClosedsystem MidBlockWithout OvertakingIslandinOpensystem MidBlockWithout OvertakingIslandinClosedsystem

AverageSpacingBetweenstationsin m

GaininPassengerSpeed(afterBRTS)fromRegularBus Service(inOpenSystem)
5 4 3 2 1 40 8 12 16 1 r h / m k n i e c n e r e f f i D d e e p S

GaininPassengerSpeed(afterBRTS)thanRegularBus Service(ClosedSystemcomparison)
6 5 4 3 45 34 23 12 01 10 16 12 8 2 1 40 1 r h / m k n i e c n e r r e f f i D d e e p S

56 45 34 23 12 01 10

TripLengthin Km Averagemotorized speed inCity in km/hr

Triplengthin Km AverageMotorized speed in city in km/hr

OpenSystemareadvantageousforavg.stationspacingofhigherthan600m(averagetriplength7km) Opensystemsofferhigherattractivenessfortripsshorterthan1014kmperhour.

PassengerandOperationalSpeedComparisonBetweenopenandclosedsystem
JourneyTime Comparison withStationGapfromIntersection
52 50
JourneyTimefor7kmTripinmin

JunctionWithOvertakingStaggerdOpensystem JunctionWithOvertakingStaggerdClosedsystem JunctionWithOvertakingIslandOpensystem JunctionWithOvertakingIslandClosedsystem JunctionWithout OvertakingStaggerdOpensystem JunctionWithout OvertakingStaggerdClosedsystem JunctionWithout OvertakingIslandOpensystem JunctionWithout OvertakingIslandClosedsystem MidblockWithOvertakingStaggerdOpensystem MidblockWithOvertakingStaggerdClosedsystem MidblockWithOvertakingIslandOpensystem MidblockWithOvertakingIslandClosedsystem MidblockWithout OvertakingStaggerdOpensystem MidblockWithout OvertakingStaggerdClosedsystem MidblockWithout OvertakingIslandOpensystem 0 13 26 39 52 StationGapfromIntersection inm 65 78 MidblockWithout OvertakingIslandClosedsystem

48 46 44 42 40 38

TravelTimeComparison withLineCapacity forDifferent Designs

49 48 JunctionWithOvertaking StaggeredinOpensystem JunctionWithOvertaking StaggeredinClosedsystem JunctionWithOvertaking IslandinOpensystem

Traveltimefor7kmJourneyinMin

47 46 45 44 43 42 41 2500 5000 7500 10000 12500 15000 17500 20000 22500 25000 CapacityinPHPDT

JunctionWithOvertaking IslandinClosedsystem JunctionWithout OvertakingStaggeredinOpensystem JunctionWithout OvertakingStaggeredinClosedsystem JunctionWithout OvertakingIslandinOpensystem JunctionWithout OvertakingIslandinClosedsystem MidblockWithOvertaking StaggeredinOpensystem MidblockWithOvertaking StaggeredinClosedsystem MidblockWithOvertaking IslandinOpensystem MidblockWithOvertaking IslandinClosedsystem MidblockWithout Overtaking StaggeredinOpensystem MidblockWithout Overtaking StaggeredinClosedsystem MidblockWithout Overtaking IslandinOpensystem MidblockWithout Overtaking IslandinClosedsystem

Increasingthestationgapfromintersectionincreasesjourneytimeinallsystems(averagetriplength 7km) Open systems provide better journey time reduction for higher capacity as against closed systems

StationEvaluation(dist.Wise)
EffectStationoffset Capacity Island(open) Staggered(Open) Parallel(open)
CorridorAvg. Speed(Km/Hr)

OpenSystem,3boardingstationswithOvertaking,180seccycle, 700mavg.dist

JourneyTime Island(open) Staggered(open) Parallel(open)

10kmTrip JourneyTime(min)

Corridorspeed Island(open) Staggered(open) Parallel(open)

PPHPD

FirstBusDist.FromStopLine(m

74 FirstBusDist.FromStopLine(m)

StationEvaluation(dist.Wise)
EffectStationoffset Capacity Island(open) Staggered(Open)
CorridorAvg. Speed(Km/Hr)

OpenSystem,3boardingstationswithoutOvertaking,180seccycle,700mavg.dist

JourneyTime Island(open) Staggered(open)

10kmTrip JourneyTime(min)

Corridorspeed Island(open) Staggered(open)

PPHPD

FirstBusDist.FromStopLine(m)

FirstBusDist.FromStop 75Line(m)

StationEvaluation(dist.Wise)
EffectStationoffset Capacity Island(closed) Staggered(Open) Parallel(open)
CorridorAvg. Speed(Km/Hr)

Open/ClosedSystem,3boardingstationswithOvertaking,180sec cycle,700mavg. dis

JourneyTime Island(closed) Staggered(open) Parallel(open)

10kmTrip JourneyTime(min)

Corridorspeed Island(closed) Staggered(open) Parallel(open)

PPHPD

FirstBusDist.FromStopLine(m)

FirstBusDist.FromStop 76Line(m)

TimeGain ClosedSystem
2.5

TimeinHour

1.5

13kmfor trips withOD on corridor

23kmfor trips withOD 1km from corridor

25kmfor trips withOD 2km from corridor

33kmfor trips withOD 3km from corridor

ByPV0.5kmCatchment ByPV1.0kmCatchment ByPV2.0kmCatchment ByPV3.0kmCatchment

ByPT0.5kmCatchment ByPT1.0kmCatchment ByPT2.0kmCatchment

0.5

ByPT3.0kmCatchment

0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 DistanceinKmtravelledontheCorridor

TimeGain Open/HybridSystem
2.5

TimeinHour

1.5

11kmfor trips withOD 3km from corridor

11kmfor trips withOD 2km from corridor

12kmfor trips withOD 1km from corridor

17kmfor trips withOD onthe corridor

ByPV0.5kmCatchment ByPV1.0kmCatchment ByPV2.0kmCatchment ByPV3.0kmCatchment ByPT0.5kmCatchment ByPT1.0kmCatchment ByPT2.0kmCatchment

0.5

ByPT3.0kmCatchment

0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 TripDistanceinKm

Speed&TimeProfile OpenVerses ClosedSystem

OperationsandPerformance Evaluation

CorridorOperationsandMaintenance
CorridorOperationsTeam Responsibilities
RecordSpeedingincidentsby buses Violationofbusandcycletracks byMVs Monitoringno.ofchallansissued Trafficmanagement Cleaningandmaintenanceofthe corridor Handlingbreakdownofvehicles Handlingincidentssuchas accidents Recordingalltypesofaccidents Monitoringmonthlytrends Coordinatingrepairs,upgrades etc.

PostConstructionEvaluationand Interventions
Speeddatawas analysedbyDIMTS operationsteam throughGPSfixedin buses Overspeedingbybuses wasblamedfor pedestrianfatalities Rumblestripsinstalled inbuslanes

Accidents

Installationof rumblestrips

No.ofAccidentspostinstallationofrumblestripsinbuslane ZERO

Source DarioHidalgo,MadhavPai;Embarq

Source DarioHidalgo,MadhavPai;Embarq

12000

Source DarioHidalgo,MadhavPai;Embarq

21

Source DarioHidalgo,MadhavPai;Embarq

No. of Vehicles 100 233 5 236 4 245 3 200 300 400 500 600 700 0 Gondal Bypass to Maudi Xing Maudi Xing to Sardar Patel Xing 3 Wheeler Sardar Patel Xing to Nanamua Xing 243 Nanamua Xing to Big Bazaar Xing 4 562 Big Bazaar Xing to KKV Xing 36 KKV Xing to Indira Circle 27 Indira Circle to Telephone Exchange 8 Telephone Exchange to Raiya Circle Raiya Circle to Madapar Circle 0 Segment 396 397 City Bus 597 Total Passenger Demand

Segment wisw Breakup for Buses and Three Wheeler Gondal to Madhapar Direction (Morning Peak)

No. of Vehicles 100 0 Gondal Bypass to Maudi Xing Maudi Xing to Sardar Patel Xing Sardar Patel Xing to Nanamua Xing Nanamua Xing to Big Bazaar Xing Big Bazaar Xing to KKV Xing KKV Xing to Indira Circle Indira Circle to Telephone Exchange Telephone Exchange to Raiya Circle Raiya Circle to Madapar Circle 6 7 4 200 300 400 500 600

19 50 1000 2000 3000

409 4000 5000 6000

220 403 381

RajkotCity DemandVariationsAlong theCorridor

Segment wisw Breakup for Buses and Three Wheeler Gondal to Madhapar Direction (Evening Peak)

3 Wheeler City Bus Total Passenger Demand Segment

429

2 122 8 6 8 35 24 161 325 313

566 5000 4500 4000 3500 3000 2500 2000 1500 1000 500 0

No. of Vehicles 100 215 4 190 3 196 5 200 300 400 500 600 700 0 Gondal Bypass to Maudi Xing Maudi Xing to Sardar Patel Xing Sardar Patel Xing to Nanamua Xing 245 Nanamua Xing to Big Bazaar Xing 10 574 Big Bazaar Xing to KKV Xing 28 479 KKV Xing to Indira Circle 24 238 Indira Circle to Telephone Exchange 7 Telephone Exchange to Raiya Circle Raiya Circle to Madapar Circle 0 Segment 313
No. of Vehicles 500 450 400 350 300 250 200 150 100 50 0

Segment wisw Breakup for Buses and Three Wheeler - Madhapar to Gondal Direction (Morning Peak)

RajkotCity DemandVariationsAlong theCorridor

3 Wheeler City Bus Total Passenger Demand 73 60 1000

6 Maudi Xing to Sardar Patel Xing Sardar Patel Xing to Nanamua Xing Nanamua Xing to Big Bazaar Xing Big Bazaar Xing to KKV Xing KKV Xing to Indira Circle Indira Circle to Telephone Exchange Telephone Exchange to Raiya Circle Raiya Circle to Madapar Circle 8 5

305 2000 3000

198

4000

5000

6000

Gondal Bypass to Maudi Xing

295 269

Segment wisw Breakup for Buses and Three Wheeler Madhapar to Gondal Direction (Evening Peak)

3 Wheeler City Bus Total Passenger Demand Segment

210

6 9 8 5 39 38

199 187 195 439 420 5000 4500 4000 3500 3000 2500 2000 1500 1000 500 0

BusFleet
LowFloorBus Thisistheonlybuswhich allowswheelchairaccess (disabilityact,1999)from BRTandstandardcitybus shelters Canworkforclosed,open andhybridsystems Highcost 50to60lakhs Canhavebothsidedoors forfunctioningbetween BRTandstandardcity roads Availableindifferentfuel optionsaswellwithor withoutA/C LowEntry,HighFloorBus Commonlyusedand manufacturedbus,can workwithbothBRTand standardcitybusshelters. Wheelchairusenot possible Canworkwithclosed, openandhybridsystems Lowcost 2025lakhs Onlyonesidedoors possible HighFloorBus Allowswheelchairaccess andlevelboardingfrom BRTSshelters.

Canonlyworkinclosed systems LowCost 2025lakhs Onlyonesidedoors possible

Availableindifferentfuel optionsaswellwithor withoutA/C

Availableindifferentfuel optionsaswellwithor withoutA/C

TheissueofControl &theroleofSPV
SPVonthelinesofDMRC,DIMTS, ICTSLorAJLisprerequisitefor BRTS SPVcanbeaJVsuchasDIMTS, anindependentcorporationlike DIMTS,orunderthemunicipality suchasAJL TheroleofSPVshouldinclude thefollowing development, maintenance,operations, enforcementandmonitoring Interferencebyotheragencies shouldbeminimized,orwellco ordinated

IntelligentTransportationSystems (ITS)
Whatis ITS? Howdoes iteffect BRTS designs?

SourceDr.VijayKovvali,TrafficMobility l

IntelligentTransportationSystems ITS
Offboardautomaticfare collectionrequirescontrolledbus shelters,spaceforkiosks Vehicletrackingandintegration inPISofcitybuses,makesopen andhybridsystemsasattractive anddependableasclosed systems Signalcoordinationand prioritization,increases throughput smallershelters canbeused

InfrastructureDesignComponents
Buslanes BusShelters IntersectionDesign
CarorMVlanes Cycletracksandrelatedinfrastructure Pedestrianinfrastructure Spacesforsupportfunctionslikehawkers Provisionforservices

BRTS BusLanes
Threedistinctlydifferent designsofbuslanes exist. Centralsegregated Segregatedonleft (eachsideofthe carriageway) Segregated,bothlanes togetherononesideof thecarriageway

Linear geometry for staggered bus stop at intersections.

LEGEND
Busshelter Median Centralbuslanes Cycletrack Pedestrianfootpath ROW

Types

Bus Shelter

Capacity

Minimum ROW (Without service lane and min. 2.75m MV lane for each direction) With Cycle Track and Footpath for both direction (2.75m lane with 0.25m shy away distance). 27.0m 29.0m

2.Linear Platform without Overtaking lanes The length of the platform, L=H+B1+B2+B3, Total L=56m for 3 buses.

A= 8,000 14,000 passengers /hr/dir B= 4-7 buses

Additional MV lane before junction 3.0m lane (with 0.75m shy away distance).

33.0m

Parallel geometry for central staggered bus stop at intersections.

LEGENDS
Busshelter1 Busshelter2 Median Centralbuslanes Cycletrack Pedestrianfootpath ROW

Types

Bus Shelter

Capacity

` 1.Parallel The length of the platform, L=H+B1+B2+B3, Total L=56m for each platform.

A1= 16,000 -28,000 passengers /hr/dir B= 8-14 buses

Minimum ROW (Without service lane and min. 2.75m MV lane for each direction) With Cycle Track and Footpath for 33.0m 35.0m both direction (2.75m MV lane with 0.25m shy away distance). Additional MV lane before junction 39.0m 3.0m lane (with 0.75m shy away distance).

CentralCommonbusshelterat junction

S. No.` 1.

Description Minimum Right of Way Needed Without Service Lanes and with minimum two MV lanes for each direction Description With Cycle Track & Footpath for both direction (2.75m MV lane) Additional MV lane before junction (turning pocket) 3.0m MV lane Capacity

Common

Segregated

A B 3. A B 4. A 5. A

L=100m, where L is the length of the platform that can accommodate three buses with an intermediate distance of 20m. With every additional bus, the platform length increases by 32m

Positive Aspects of the Design

Boarding bays can be arranged in a route wise manner.

Negative Aspects of the Design

The walking distance for commuters from junctions also increases.

Linear shelters center staggered at mid blocks

LEGEND
Busshelter Median Centralbuslanes Cycletrack Pedestrianfootpath ROW

Types

Bus Shelter

Capacity

Minimum ROW (Without service lane and min. 2.75m MV lane for each direction) 27.0m 29.0m

2.Linear Platform without Overtaking lanes The length of the platform L=H+B1+B2+B3 Total for 3 buses L=56m for each platform.

A=19,200 -24,000 With Cycle Track and Footpath for both passengers /hr/dir direction (2.75m lane with 0.25m shy B=4-5 buses away distance).

CentralCommon IslandShelter
Linearbusshelterwithovertakinglane

S. No. 1.

Description Minimum Right of Way Needed Without Service Lanes and with minimum two MV lanes for each direction Description With Cycle Track & Footpath for both direction (2.75m MV lane) Additional MV lane before junction (turning pocket) 3.0m MV lane Capacity.
L=100m, where L is the length of the platform that can accommodate three buses with an intermediate distance of 20m With every additional bus, the platform length increases by 32m

A B 3. A B 4. A 5. A B

Boarding bays can be arranged in a route wise manner.

Negative Aspects of the Design

As there are many operators competing, the bus might avoid entering the bus lane and might be tempted to stop in the overtaking lane, which can cause the scene to become chaotic. The walking distance for commuters from junctions also increases.

CurbSide SeparateBusLanes

S. No. 1.

Description Minimum Right of Way Needed Without Service Lanes and with minimum two MV lanes for each direction Description Common 33.0m 39.0m Segregated 35.0m

A B 2. A B 3. A B 4. A B C 5. A B C D

With cycle track & footpath for both direction (2.75m MV lane) Additional MV lane before junction (turning pocket) 3.0m MV lane

Areas of Application Number of Passengers : 8,000 - 10,000 people/hr/dir This design can only be implemented at places where there are no property entrances or exits to side lanes. The design needs a continuous side lane, which can only be accessed from the junction. It is thus applicable only for highways or rural roads. Capacity L = 42m, where L is the length of the platform and peak hour demand is greater than 100 buses per hour. L=56m, where L is length of the platform and peak hour demand is greater than 120 buses/h Positive Aspects of the Design A much higher capacity of buses can be accommodated at the bus shelters. There are two bus lanes at the intersection, therefore the routes can be segregated as straight and left & straight and right. The design also reduces the walking distance for pedestrians. Negative Aspects of the Design Cumulative width of the shelter and bus lane at the bus shelter needs to be wider by 0.5m to 1.5m than the linear bus shelter with overtaking lane. Boarding areas cannot be bus route specific; therefore it would require a dynamic information system. The design cannot be applied in dense urban setup since there cannot be side segregated lanes. Other activities like drop offs etc. which are already happening at the side of these roads would become impossible with the implementation of this design.

CurbSide BothBusLanesTogether

S. No. 1. Minimum Right of Way Needed Without Service Lanes and with minimum MV lanes for each direction Description A B 2. A B C With cycle track & footpath for both direction (2.75m MV lane) Additional MV lane before junction (turning pocket) 3.0m MV lane Areas of Application The design can only be implemented at places where the usage is less than 60 buses/hour.

Description

Common 31.0m 37.0m

Segregated 33.0m

Also, can only be implemented at places where there are no property entrances or side lane exits. The design needs a continuous side lane, which can only be accessed from the junction. It is thus applicable only for highways or rural roads. It can be implemented on roads by encroachments on roads by other motorized vehicles is not expected as the segregation would need to allow the overtaking of staked buses.

3. A B 4. A 5. A B C D E

Capacity L=60m, where L is the length of platform that can accommodate two buses with a distance of 20m between them. With every additional bus the platform length increases by 32m. For example if no. of bus is 2 then L= 44m but if the no. of bus becomes 4, then L = 108m. Positive Aspects of the Design Boarding bays can be arranged in a route wise manner. Negative Aspects of the Design As there are many operators competing, the buses might avoid entering the bus lane and stop in the overtaking lane, which can end up making the scene chaotic.

The length of the bus shelter, dwell time for buses and walking distance for commuters increases by using this design. Each bus shelter would need to terminate 20m before the junction. Buses will need to move from left to right in order to overtake, thus a setback needs to be given for each capacity.

The design cannot be applied in dense urban setup as there cannot be side segregated lanes. F Other activities like drop offs etc which are already happening at the side of these roads would become impossible with the implementation of this design.

INTERSECTIONS ROUNDABOUTS
S. No. 2. Title Design Principles Specifications Roundabouts can be designed for two/ three/ four or more arm junctions, on the basis of below described principles and site constraints. Speeds of the vehicle, working of a double lane roundabout, Alignment of approaches and entries; locating roundabout- coinciding the centre lines of each arm Vehicle path and working of double lane roundabouts, three lane roundabouts not preferable Inscribed inner circle Entry Width/ Entry Curves Circulatory roadway width Exit Curves Cycle Track and Footpath Pedestrian crossing location and treatments Carriageway Footpath/ Cycle track Islands / Apron

3.

Geometric Elements

4.

Materials

50%ofallbuscommutersneedtocrosstheroad Location Boarding Alighting

Crossing commuters in existing system

Towards bus stop % From % Boarding bus stop Alighting people people who cross who cross

Sundar Nagar Market Moolchand Hospital Chidia Ghar Pushpa Bhawan I.T.O

16

49

11

69%

46

94%

68 58 220 290

126 82 66 437

43 54 97 102

63% 93% 44% 35%

96 44 54 189

76% 54% 82% 43%

Existing scenario .

Commutersareforcedtoweavethroughtrafficatbusshelters. Commutershavetocross12lanesinareturnbusjourney

FirstBRTcorridorfromAmbedkarNagartoDelhiGatehasatotal of48bus sheltersforexistingcurbsidemixedlanebussystem

Existing Bus Shelter Distance from Safe Pedestrian Crossings
0% 19%

77m 306m

128m

60%

21%

upto 50m

50m to 100m

100m to 150m

more than 150m

0BusShelterswithincomfortablewalkingdistanceof safeped.crossing.

SAFETY AND PEDESTRIAN CROSSINGS FOR SIDE AND CENTRAL BUS LANES
MORNING

EVENNING Total of 12 lanes are crossed - 3 at a time EXISTING SYSTEM Total of 12 lanes are crossed - 2 at a time HCBS SYSTEM

MidBlockBusStopsonProposedBRT Corridor

Two phase, 75 second signal cycle at mid block bus shelters 25 second pedestrian phase

Wheelchairfriendlypedestriansubways

BRTSDesigns&RoadFunction
ArterialRoad DistributoryRoad AccessRoad OnlyAccessfunction up to15mROW Primarilyflowfunction Channelizingtrafficfrom road(fortravelthrough AccesstoArterialRoads city)withMorethan30m 12to30mROW ROW(>24minexceptional cases,ensuringcontinuity) 50kmhr. Enforcementrequired Segregatedbuslanes required 30km/hr. Trafficcalmingrequired Segregatedbuslanes requiredincaseof congestionandfriction

20km/hr Trafficcalmingrequired Nosegregatedbuslanesor busoperations 1,2.75mwidelaneper direction

2to4vehicularlanes,3.1m 2,2.75mlanesperdir. wide(min.3.3forbuses) (min.3.1forbuses) Segregatedcycletracks required

Cyclelanescanwork, Nospecialfeaturefor segregatedtracksrequired cyclists wherefriction& encroachmentexpected Noservicelanerequired Noservicelanerequired

Servicelanerequired

PEDESTRIANS

Raised treatmentfor entranceto serviceroad andsidelanes every200m

RaisedTreatment MinorCrossings

AccessibleandCoherent
Ramps

Signalized Crossings

Ped.Holding Space

H A W K E R

S P A C E S

HAWKER SPACES

TSR PARKING

TSRParking BRTSDelhi

DRAIN

S T R E E T

L I G H T I N G

LIGHTS