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BRTS in Mumbai
Pawan K Mulukutla, Project Manager, Integrated Urban
Transport, EMBARQ India
Significant
increase in
population
in the
western
and central
suburbs
Population Growth (1971 – 2001)
Mode Share by Number of trips- Excluding Walk Trips
0%
10%
20%
30%
40%
50%
60%
Train Bus Taxi/Rikshaw Two Wheeler Car
52%
26%
9% 8% 5%
BRTS in Mumbai - Pawan Mulukutla
A complex city like Mumbai needs
sustainable transport initiatives that are
frequent, reliable and allows flexibility
Improve connectivity and mobility, in areas of substantial
population growth and further
Optimize the use of existing space through increase in
capacity and capability
Strengthen Existing Institutions
Can be implemented within a short time period
Complement and support other mass transport initiatives
Why BRTS in Mumbai ?
Vicious Circle
Longer
Cycle
Times
Lower
Frequency
Lower Public
Transport
Demand
Increased
Private
Vehicle
Increased
Congestion
Reduced
Revenue
Customer
Dissatisfaction
Bus service is not reliable
Frequent breakdown of the buses
Spending 2-3 hours total on traffic everyday
Even after paying so heavily, if one would continue to get a
poor quality service
Passenger Survey - May 2012
Source: Press-Office of
City, Munster, Germany
Bus Ridership in Mumbai
46
41 41
43
44
45
41 41
42
38
40
42
44
46
48
Passengers /day (Lakhs)
1999 2000 2001 2002 2003 2004 2005 2006 2007
Source: BEST Working
Paper, TCS
What can a BRTS do for Mumbai ?
Cut down Cycle
Times +Better
Service
Customer
Satisfaction
Increased
Ridership
Reduced
Private
Vehicle
Reduced
Congestion
Increased
Revenue
BRTS
Proposed BRTS
Network
Line 1: WEH - 24km
Line 2: JVLR - 11km
Line 3: EEH - 23km
Line 4: SCLR - 7km
Line 5: CMLR - 4km
Line 6: LBS - 22km
Line 7: Ghodbunder - 20km
Line 8: Bandra – Sion - 3km
114 km Overall Network
Data analysis at WEH
Proposed WEH
BRTS Network
Line 1: WEH – 24 km
116 km Overall Network
DAHISAR
KALANAGAR
Existing Scenario
• 51 Routes
• 538 Buses
• Long distance
routes
• Very high
cycle times
• Average
speeds 8-12
kmph during
peaks
Where do people travel ?
WEH
Outside
0%
5%
10%
15%
20%
25%
30%
35%
40%
45%
50%
WEH
Outside
48%
26%
20%
7%
WEH
Outside
0%
10%
20%
30%
40%
WEH
Outside
40%
30% 10%
20%
WEH
Outside
0%
10%
20%
30%
40%
WEH
Outsi…
40%
30%
20%
10%
BEST Passengers
Auto
Users
2W Users
How do people travel ?
Cars, 16%
Autos, 11%
Two
wheelers, 10
%
BEST
buses, 52%
Others, 11%
Cars, 32%
Autos, 21%
Two
wheelers, 21
%
BEST
buses, 2%
Others, 25%
Distribution by
Commuters
Distribution by
Vehicles
we need an integrated
network
Large Stations along the medians
Articulated Buses – high capacity
Passing Lane
Prepayment for tickets
Level Boarding - Low Floor/High Floor
BRTS Components for 21,000 pphpd
Quality
The BRTS will be distinguished for its excellence in
infrastructure, stations, vehicles, technologies and
operations, providing a competitive alternative to motor vehicles
Integration
The BRTS will be integrated with other transport modes, particularly
walking, biking, the metro, the regional rail and other bus services
AND with the developments around it
Sustainability
The BRTS will reduce harmful emissions, provide improved service
for all road users, and will be cost effective
Safety
The BRTS will enhance traffic safety for all road
users, specially the most vulnerable
BRTS Suggested Design Principles
how will these services be
operated ?
DAHISAR
KALANAGAR
Bus Priority on
WEH
DAHISAR
KALANAGAR
Trunk-Feeder
System
DAHISAR
KALANAGAR
BKC
SEEPZ
Bus Priority on
WEH with few
Feeder
Systems
Great Potential (High Ridership of Buses + Autos +
Motorcycles)- 21,000 pphpd
Western Express Highway is part of larger system providing
north-south as well as east-west connectivity
Passenger opinion survey emphasized on reliability and
need for reduced travel times
Findings and Recommendations
Traffic Impact Analysis on non-BRTS lanes
Weaving Analysis for buses to slip in and out of
BRTS lanes
Impact Analysis - Travel times (in-vehicle travel
time, waiting and transferring)
Aggregated economic value of travel time
Work in Progress
Detailed analysis of the options best suited to the
demand
Defining the Operation Plan
Drafting the Concept design
Our present efforts are put towards
BRTS in Mumbai - Pawan Mulukutla
BRTS in Mumbai - Pawan Mulukutla

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BRTS in Mumbai - Pawan Mulukutla

  • 1. BRTS in Mumbai Pawan K Mulukutla, Project Manager, Integrated Urban Transport, EMBARQ India
  • 2. Significant increase in population in the western and central suburbs Population Growth (1971 – 2001)
  • 3. Mode Share by Number of trips- Excluding Walk Trips 0% 10% 20% 30% 40% 50% 60% Train Bus Taxi/Rikshaw Two Wheeler Car 52% 26% 9% 8% 5%
  • 5. A complex city like Mumbai needs sustainable transport initiatives that are frequent, reliable and allows flexibility
  • 6. Improve connectivity and mobility, in areas of substantial population growth and further Optimize the use of existing space through increase in capacity and capability Strengthen Existing Institutions Can be implemented within a short time period Complement and support other mass transport initiatives Why BRTS in Mumbai ?
  • 8. Bus service is not reliable Frequent breakdown of the buses Spending 2-3 hours total on traffic everyday Even after paying so heavily, if one would continue to get a poor quality service Passenger Survey - May 2012
  • 9. Source: Press-Office of City, Munster, Germany
  • 10. Bus Ridership in Mumbai 46 41 41 43 44 45 41 41 42 38 40 42 44 46 48 Passengers /day (Lakhs) 1999 2000 2001 2002 2003 2004 2005 2006 2007 Source: BEST Working Paper, TCS
  • 11. What can a BRTS do for Mumbai ? Cut down Cycle Times +Better Service Customer Satisfaction Increased Ridership Reduced Private Vehicle Reduced Congestion Increased Revenue BRTS
  • 12. Proposed BRTS Network Line 1: WEH - 24km Line 2: JVLR - 11km Line 3: EEH - 23km Line 4: SCLR - 7km Line 5: CMLR - 4km Line 6: LBS - 22km Line 7: Ghodbunder - 20km Line 8: Bandra – Sion - 3km 114 km Overall Network
  • 14. Proposed WEH BRTS Network Line 1: WEH – 24 km 116 km Overall Network
  • 15. DAHISAR KALANAGAR Existing Scenario • 51 Routes • 538 Buses • Long distance routes • Very high cycle times • Average speeds 8-12 kmph during peaks
  • 16. Where do people travel ? WEH Outside 0% 5% 10% 15% 20% 25% 30% 35% 40% 45% 50% WEH Outside 48% 26% 20% 7% WEH Outside 0% 10% 20% 30% 40% WEH Outside 40% 30% 10% 20% WEH Outside 0% 10% 20% 30% 40% WEH Outsi… 40% 30% 20% 10% BEST Passengers Auto Users 2W Users
  • 17. How do people travel ? Cars, 16% Autos, 11% Two wheelers, 10 % BEST buses, 52% Others, 11% Cars, 32% Autos, 21% Two wheelers, 21 % BEST buses, 2% Others, 25% Distribution by Commuters Distribution by Vehicles
  • 18. we need an integrated network
  • 19. Large Stations along the medians Articulated Buses – high capacity Passing Lane Prepayment for tickets Level Boarding - Low Floor/High Floor BRTS Components for 21,000 pphpd
  • 20. Quality The BRTS will be distinguished for its excellence in infrastructure, stations, vehicles, technologies and operations, providing a competitive alternative to motor vehicles Integration The BRTS will be integrated with other transport modes, particularly walking, biking, the metro, the regional rail and other bus services AND with the developments around it Sustainability The BRTS will reduce harmful emissions, provide improved service for all road users, and will be cost effective Safety The BRTS will enhance traffic safety for all road users, specially the most vulnerable BRTS Suggested Design Principles
  • 21. how will these services be operated ?
  • 25. Great Potential (High Ridership of Buses + Autos + Motorcycles)- 21,000 pphpd Western Express Highway is part of larger system providing north-south as well as east-west connectivity Passenger opinion survey emphasized on reliability and need for reduced travel times Findings and Recommendations
  • 26. Traffic Impact Analysis on non-BRTS lanes Weaving Analysis for buses to slip in and out of BRTS lanes Impact Analysis - Travel times (in-vehicle travel time, waiting and transferring) Aggregated economic value of travel time Work in Progress
  • 27. Detailed analysis of the options best suited to the demand Defining the Operation Plan Drafting the Concept design Our present efforts are put towards