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Alternative for BRTS.pdf
1.
BUS RAPID TRANSIT
SYSTEM – LIGHT RAIL TRANSIT SYSTEM OF HUBLI-DHARWAD Krishnakanth M Bachelor of Architecture, (M.Tech in Urban & Regional Planning in Town Planning) Research Paper ALTERNATIVE OF BRTS C o p y ri g h t © 2 0 2 3 b y K r i sh n a K a n t h .M . Al l r i g h t s a re re s e r v e d
2.
CONTENT 20XX PRESENT A
TI O N TITLE 2 • Introduction to HDBRTS • Objectives of HDBRTS • Indicators of HDBRTS • Allied Services of HBRTS • Elements of HDBRTS • Growth Pattern of HUBLI-DHARWAD • Cost/Funding of HDBRTS • Section Analysis of HDBRTS • Impact of HBRTS • SWOC Analysis of HDBRTS • LIGHT RAIL TRANSIT System • Case Study of Converting BRT-LRT( Transition/ Converting of BRTS-LRT) • Development & Comparison of Sections • Proposal according to Phases of Development C o p y ri g h t © 2 0 2 3 b y K r i sh n a K a n t h .M . Al l r i g h t s a re re s e r v e d
3.
INTRODUCTION TO BRTS
HUBLI DHARWAD Hubballi-Dharwad BRTS Company , a Government of Karnataka Undertaking, has been registered as a company under the Companies Act on 7th May 2012. The company has been established by the Government of Karnataka for the specific purpose of implementation of BRTS project in the twin cities of Hubballi and Dharwad. The company has an authorized share capital of INR 20 Cr, out of which 70% is the share of Government of Karnataka and the remaining 30% is shared by Hubballi-Dharwad Municipal Corporation (HDMC), North-Western Karnataka Road Transport Corporation (NWKRTC) and Hubballi- Dharwad Urban Development Authority (HDUDA). The company’s affairs are managed by a Board of Directors. Implementation of various components of Hubballi- Dharwad BRTS project has already started and the Bus rapid transit system is expected to be commissioned. Mission : To transform Hubballi- Dharwad as the most livable and sustainable city in the region through creation of safe, affordable and world class bus rapid transit infrastructure and services, with focus on commuter comfort and convenience, integration of modes and information technology. T R A N S I T I O N O F B R T - L R T 3 SOURCE : HUBLI DHARWA D BRTS COMPAN Y C o p y ri g h t © 2 0 2 3 b y K r i sh n a K a n t h .M . Al l r i g h t s a re re s e r v e d
4.
Twin cities separated
by about 20 km. • Single municipal area: 202 Sqkm. • Population : 0.94 million(2011) • Density: 4678 persons per sq.km. • Hubli: commercial centre and business hub of the region. • Dharwad: administrative seat of the District and Educational hub of the region. Navalgund, Dharwad, Navanagar, Hubli, Kundgol & Kalghatgi are the taluks in Dharwad district • Growth direction: Along the corridor between the two cities T R A N S I T I O N O F B R T - L R T 4 SOURCE : ASIA BRT CONFERENCE BY DULT INTRODUCTION TO BRTS HUBLI DHARWAD C o p y ri g h t © 2 0 2 3 b y K r i sh n a K a n t h .M . Al l r i g h t s a re re s e r v e d
5.
OBJECTIVE OF BRTS
HUBLI-DHARWAD 1. To plan for the sustainable development of the city through the process of scientific land use and transport planning integration. 2. To make Public transport attractive, convenient and preferred choice of the citizens. 3. To promote walking and cycling as preferred modes for short distances and improve the related infrastructure. 4. To build capacities within the city for professional planning and management of urban transport and urban planning. 5. To promote participation of citizens in planning process. 5 T R A N S I T I O N O F B R T - L R T SOURCE : HUBLI DHARWA D BRTS COMPAN Y C o p y ri g h t © 2 0 2 3 b y K r i sh n a K a n t h .M . Al l r i g h t s a re re s e r v e d
6.
INDICATORS OF BRTS
HUBLI-DHARWAD Travel Characteristics • Two lane road. • Average time taken: Peak period : 64 mins • Public transport: main mode. • 0.17 million use PT every day. • PT operator: NWKRTC, a state government undertaking. • 6000-7000 PHPDT. Buses comprises 7 % of total traffic along the corridor; carry 70 % of the passengers. Context • Project sanctioned for widening of two lanes to four lanes. • Overall PT mode share for the twin cities: 30% • Two-wheelers: 67% of total vehicles. • Vehicle growth rate: 9.5 % • Mobility plan projected drop in PT share to 25% by 2028. Concerns for PT 45% of fleet over-aged, Congested buses, poor infrastructure, lack of last mile connectivity. 6 T R A N S I T I O N O F B R T - L R T SOURCE : ASIA BRT CONFERENCE BY DULT C o p y ri g h t © 2 0 2 3 b y K r i sh n a K a n t h .M . Al l r i g h t s a re re s e r v e d
7.
ALLIED SERVICES FOR
BRTS HUBLI-DHARWAD 7 T R A N S I T I O N O F B R T - L R T SOURCE : ASIA BRT CONFERENCE BY DULT BRT - NETWORK Proposed BRTS Corridor DHARWAD PROPOSED BRT CORRIDOR: 22.25 Km NWKRTC terminal Dedicated corridor:21.35 km Mixed traffic: 0.9 km Dharwad CBT Jubilee circle FEEDER SERVICE: 19.7 km Karnataka University RaniChennammacircle (OCBS) Navanagar Tarihal Industrial area Gopankoppa Airport LEGEND Hubli Rly Station BRT Corridor HUBLI Hosur cross Hubli CBT FEEDER Terminal Electricity Grid C o p y ri g h t © 2 0 2 3 b y K r i sh n a K a n t h .M . Al l r i g h t s a re re s e r v e d
8.
ELEMENTS OF BRTS
OF HUBLI-DHARWAD 8 T R A N S I T I O N O F B R T - L R T SOURCE : ASIA BRT CONFERENCE BY DULT • Dedicated corridor for 21.35 km. In mixed traffic : 0.9km. • Central bus lanes with Median bus stops, closed system. • Regular/Express services. Passing lanes. • At-level boarding & alighting; Off-board fare collection system ; Fare structure: Increase by 16-20% over prevalent fares. • Rolling stock: 160 : 12m, 900 mm floor buses; articulated buses(30) • Access to the corridor: At-grade pedestrian crossings; FOBs, Pelican signals. • Comprehensive development of the city transport infrastructure: • Depots, workshops, terminals both for BRT and feeder buses. • Integration, physical, service, fare, information. • ITS for BRT, Depot/workshop management, feeder services and traffic management. • Last-mile connectivity. • Integrated Land use and transport planning. C o p y ri g h t © 2 0 2 3 b y K r i sh n a K a n t h .M . Al l r i g h t s a re re s e r v e d
9.
GROWTH PATTERN OF
HUBLI-DHARWAD 9 T R A N S I T I O N O F B R T - L R T SOURCE : HUBLI DHARWA D BRTS COMPAN Y GROWT H PATTER N ACCORDIN G TO POPUL A TI O N GROWT H PATTER N ACCORDIN G TO DEVLOP ME N T C o p y ri g h t © 2 0 2 3 b y K r i sh n a K a n t h .M . Al l r i g h t s a re re s e r v e d
10.
GROWTH PATTERN OF
HUBLI-DHARWAD 10 T R A N S I T I O N O F B R T - L R T SOURCE : HUBLI DHARWA D BRTS COMPAN Y GROWT H PATTER N ACCORDIN G TO AUTOM O TI VE S C o p y ri g h t © 2 0 2 3 b y K r i sh n a K a n t h .M . Al l r i g h t s a re re s e r v e d
11.
PROJECT FUNDING &
LAND ACQUISITION OF HUBLI-DHARWAD 11 T R A N S I T I O N O F B R T - L R T SOURCE : PUBLIC DOMAIN
12.
SECTION ANALYSIS, 44M
CORRIDOR OF HBRTS 12 T R A N S I T I O N O F B R T - L R T SOURCE : HUBLI DHARWA D BRTS COMPAN Y C o p y ri g h t © 2 0 2 3 b y K r i sh n a K a n t h .M . Al l r i g h t s a re re s e r v e d
13.
SECTION ANALYSIS, 35M
CORRIDOR OF HBRTS 13 T R A N S I T I O N O F B R T - L R T SOURCE : HUBLI DHARWA D BRTS COMPAN Y
14.
IMPACT OF BRTS
HUBLI-DHARWAD 14 T R A N S I T I O N O F B R T - L R T SOURCE : ASIA BRT CONFERENCE BY DULT Problems faced Due to BRT : 1)Due to many intersections, leading Traffic Congestion & accidents. 2) Lack of sufficient parking facility at BRTS, bus stops irks passengers. 3) The City scape & landscape of the twin cities are been damaged. 4) Hubli-Dharwad being second tier city, has around 25 Traffic signals congestions, during peak hours the travel time is nearly 45mins - 60 min for 20kms. 5) Landowners cry foul over notices for encroachments. 6) Due to dedicated 4 Lane for buses & 2 lane for private vehicles without parking of private vehicles on two lanes, creates a major traffic jams/congestion along C o p y ri g h t © 2 0 2 3 b y K r i sh n a K a n t h .M . Al l r i g h t s a re re s e r v e d
15.
IMPACT OF BRTS
HUBLI-DHARWAD 15 T R A N S I T I O N O F B R T - L R T SOURCE : SELF ANALYSI S C o p y ri g h t © 2 0 2 3 b y K r i sh n a K a n t h .M . Al l r i g h t s a re re s e r v e d
16.
SWOC ANALYSIS BRTS
OF HUBLI-DHARWAD 16 T R A N S I T I O N O F B R T - L R T SOURCE : SELF ANALYSI S C o p y ri g h t © 2 0 2 3 b y K r i sh n a K a n t h .M . Al l r i g h t s a re re s e r v e d
17.
LIGHT RAIL TRANSIT
SYSTEM (LRT) 17 T R A N S I T I O N O F B R T - L R T SOURCE :PUB LI C DOMAIN On July 12, 1980, the country's president, Ferdinand E. Marcos, created the Light Rail Transit Authority (LRTA) as a government agency. Light rail transit (LRT) is a form of passenger urban rail transit characterized by a combination of tram and rapid transit features. While its rolling stock is similar to a traditional tram, it operates at a higher capacity and speed, and often on an exclusive right-of-way. LRT can run aboveground at street level, like streetcars, however they operate in separate lanes, meaning they are not affected by car and truck traffic. LRT can also run underground, like subways, as is planned for much of the Eglinton Crosstown LRT. Components of LRT : Design and operational elements of LRT include level boarding, off-board fare payment, and traffic signal priority. Stations are typically spaced farther apart than those of local transit services and are usually situated where there are higher population and employment densities. C o p y ri g h t © 2 0 2 3 b y K r i sh n a K a n t h .M . Al l r i g h t s a re re s e r v e d
18.
LIGHT RAIL TRANSIT
SYSTEM (LRT) 18 T R A N S I T I O N O F B R T - L R T SOURCE : PUBLIC DOMAIN Advantages of LRT Because light rail vehicles run on fixed tracks, they are less affected by traffic congestion and other disruptions. This mea ns that light rail systems can offer more frequent and consistent service than buses, which can be delayed by traffic and other facto rs. C o p y ri g h t © 2 0 2 3 b y K r i sh n a K a n t h .M . Al l r i g h t s a re re s e r v e d
19.
LITERATURE STUDY/ CASE
STUDY : TRANSITION OF BRT – LRT (RIO-DE-JENERIO) 19 T R A N S I T I O N O F B R T - L R T SOURCE : PUBLIC DOMAIN Rio announces transition from BRT to light rail The city’s current network, which was inaugurated for the 2016 Olympic Games in Rio de Janeiro, has three lines with 29 stops, and is served by a fleet of 32 vehicles each with capacity for 420 passengers The upgrade project will begin with the conversion of the Transcarioca BRT line, connecting Barra da Tijuca with Galeão International Airport, and the Transoeste BRT line, which runs from Barra da Tijuca to Santa Cruz, with a branch to Campo Grande. The BRT network already features dedicated BRT lanes and high-platform stations. The project is being led by Rio de Janeiro’s Partnership and Investment Company (CCPar), formerly Cdurp, in partnership with the Municipal Transportation Secretariat (SMTR). We want to improve the quality of transport for the people of Rio de Janeiro and point the way to the Rio of the future,” says CCPar president, Mr Gustavo Guerrante. “Light rail is a success story here and around the world. It is the transition to a more sustainable Rio, with a mode of transport approved by the population . C o p y ri g h t © 2 0 2 3 b y K r i sh n a K a n t h .M . Al l r i g h t s a re re s e r v e d
20.
LITERATURE STUDY/ CASE
STUDY : TRANSITION OF BRT – LRT (RIO-DE-JENERIO) 20 T R A N S I T I O N O F B R T - L R T SOURCE : PUBLIC DOMAIN Rio announces transition from BRT to light rail The city will continue to improve the existing BRT corridors while planning for conversion to LRT is underway. The schedule also includes the delivery of major projects such as the completion of the Transbrasil BRT route and the Gentileza interchange; the resurfacing of the Transoeste BRT corridor; and the expansion of the city’s bicycle path network. Separately, Alstom has signed a contract for the 700m double- track extension of the existing light rail network to Gentileza, where interchange will be provided with BRT and other bus services. View of LRT@ Rio-DE-JENERIO C o p y ri g h t © 2 0 2 3 b y K r i sh n a K a n t h .M . Al l r i g h t s a re re s e r v e d
21.
LITERATURE STUDY/ CASE
STUDY : TRANSITION OF BRT – LRT (RIO-DE-JENERIO) 21 T R A N S I T I O N O F B R T - L R T SOURCE : PUBLIC DOMAIN VLT Carioca is a modern light rail system with 3 lines that stop at many attractions in Central Rio. Remarkably, they draw 80% of their electricity from underground but it’s safe for pedestrians to walk over the rails. The remaining 20% of VLT electricity usage is from batteries. VLT has eliminated 60% of buses and 15% of automobile traffic from Central Rio. The city also has vintage streetcars that run from central Rio through Lapa across the great white arch to Santa Teresa. They are not air-conditioned. Corcovado Tram goes up the mountain to Christ The Redeemer Statue. The Light Rail Transit is reached from Central Rio by vintage streetcar, taxi, or Uber ride. View of LRT@ Rio-DE-JENERIO C o p y ri g h t © 2 0 2 3 b y K r i sh n a K a n t h .M . Al l r i g h t s a re re s e r v e d
22.
TRANSITION OF BRT-LRT 22 T
R A N S I T I O N O F B R T - L R T SOURCE : PUBLIC DOMAIN & BRTS COMPAN Y • Future Expansion : Conversion of Hubli Dharwad BRTS-LRT, based on increase in: • Growth Of Population of City • Daily Commuters to both Cities • Vehicular Growth of both cities. For more Function & Sustainable Hubli Dharwad. IMPLEMENTATION FOR HUBLI_DHARWAD C o p y ri g h t © 2 0 2 3 b y K r i sh n a K a n t h .M . Al l r i g h t s a re re s e r v e d
23.
PROPOSALS ACCORDING TO
PHASES 23 T R A N S I T I O N O F B R T - L R T SOURCE : PUBLIC DOMAIN & BRTS COMPAN Y Phase I : • The Green Lane can be converted into LRT, with elevated platforms like metro with single lane, without damaging the stations. • The traffic floe becomes an ease as city gets 4 lanes on either sides. Phase II : • The Mixed Lane can be Underground LRT/ feeder buses to connect inner core of the city also can connect to Airport & inner core area of CBD Hubli Taluk C o p y ri g h t © 2 0 2 3 b y K r i sh n a K a n t h .M . Al l r i g h t s a re re s e r v e d
24.
CONCLUSION 24 T R A
N S I T I O N O F B R T - L R T SOURCE : SELF ANALYSI S Conclusion : • Transition helps in better function & Sustainable transport Network for Dharwad & Hubli Taluk. • This helps less in congestion on main roads. • This helps the private vehicles to maneuver in city freely, without any reasons as they get 4lane on either sides of the road. C o p y ri g h t © 2 0 2 3 b y K r i sh n a K a n t h .M . Al l r i g h t s a re re s e r v e d
25.
THANK YOU
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