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BRT Chennai

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BRTS Chennai

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  • Only in Ahmadabad, Connect complete India yaar.!!

    Nice presentation, It will soon b true, Reduces traffic
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BRT Chennai

  1. 1. Bus Rapid Transit A new paradigm for mobility in Chennai
  2. 2. What’s must be the objective of our transport policy? Provide efficient mobility for all or Minimize traffic jams for the higher income groups
  3. 3. TRANSPORT COUNTER-INTUITIVE TRUTHS - The Earth circles around the sun - More road infrastructure brings about more traffic jams
  4. 4. It would take Chennai city more than 100 years to have a road infrastructure like that of Houston, Atlanta or Seattle. Yet, in those cities time lost in traffic jams increases every year. More roads are not the solution
  5. 5. It does not matter what is done, expanding roads or building flyover, traffic jams will become worse; …unless a radically new model is adopted. Traffic Jams are unavoidable
  6. 6. We cannot design an urban transport system unless we know what kind of a city we want. Do we want a city for CARS? …or a city for its PEOPLE?
  7. 7. Transporting 150people 3 Small buses1 Articulated bus 100 cars But mobility is possible with buses
  8. 8. Not just for those with lower incomes, but for everybody. The only solution is Public Transport
  9. 9. “Think rail, use buses!” Bus Rapid Transit can give the same quality of service as Metro to a large number of citizens across the city at relatively low cost. Chennai should have a few hundred kilometers of BRT along with Metro rail & improved MRTS
  10. 10. What is Bus Rapid Transit (BRT)? Bus Rapid Transit is high-quality, customer-orientated transit that delivers fast, comfortable and low-cost urban mobility. It is not business as usual.
  11. 11. Infrastructure & systems Institutional structure & management BRT elements
  12. 12. 1. Dedicated central bus lanes High speed With no interruptions from other vehicles, buses move at high speed. Large number of buses can move at high speed. BRT systems manage up to 45000 passengers per hour in one direction at 25kmph High safety and low conflict Central lanes are essential since they reduce conflict with slow moving vehicles, turning vehicles and parked vehicles. Drivers fatigue reduces and productivity increases.
  13. 13. 2. Special buses and stations Specially designed stations Bi-directional median stations Adequately sized Comfortable & safe Special buses High level right side door Air-conditioned Articulated for high capacity Easy boarding & alighting Elderly, Women & Children People with special needs
  14. 14. Importance of step-less entry-exit Safety & Convenience Safety and access for all is a very important step towards providing high quality mobility. 40% higher speed Step-less boarding reduces the time passengers take to get into bus by 80%. This reduction in time directly translates into higher system speed of 20% 15% cost savings When buses run at a higher speed, same frequency of service can be provided with fewer buses. This results in a cost saving of 12- 15%
  15. 15. 3. Efficient fare collection Higher system speed Removing ticketing activity from inside bus and managing fare collection at stations allows bus to move at higher speed Convenience for passengers especially when integrated with other transit modes (single fare media) Prevents monetary leakage Point of money collection and fare validation are different. Fewer places of money transaction Automated ridership data This data can be used for ongoing route rationalization
  16. 16. BRT systems can have high capacity Increasing BRT capacityWide range of capacity City (Metro/BRT) Actual capacity (pax /hour/ dir) Hong Kong Metro 81,000 Bangkok Skytrain 25,000 – 50,000 Caracas Metro 21,600-32,000 Mexico City Metro 19,500 - 39,300 Delhi Metro 15,000-30,000 Bogotá Transmilenio BRT 35,000 - 45,000 Guangzhou GZ BRT 27,000 Curitiba BRT 15,000 Quito Ecovia BRT 9,000-15,000 Ahmedabad Janmarg BRT 5,000-20,000 BRT elements Actual capacity (pax /hour/ dir) Simple bus lane 2,000 With step-less entry 4,000 Station fare collection 5,000 Articulated bus 10,000 Overtaking lane at station with multiple stops 10,000-25,000 Overtaking lane with multiple stops and express services 25,000-45,000
  17. 17. 4. Simple routes and information Simple routes Simple routes means passengers better understand the system and patronage increases Trunk & Feeder / Hybrid services Rationalizing routes and frequencies results in better utilization of fleet, higher efficiency, and lower cost Signage and information Good signage and access to information ecourages people to take public transport
  18. 18. BRT Trunk BRT Feeder City bus
  19. 19. Passenger trips/day/bus Average Bus Speed Kilometers/day/ bus Average occupancy (load) / bus AMTS 850 passengers 18.1 km/hr 190km 24 passengers BRTS 1800 passengers 24 km/hr (BRT) 240km 42 passengers Operational efficiency (Ahmedabad BRT) % incr. 110% 30% 25% 75%
  20. 20. 5. Reliable on-time service Real-time fleet management With use of GPS-GPRS modules on bus and information analysis at control center, buses can be controlled Real-time information Passengers can get accurate information on routes and arrival through electronic means
  21. 21. 6. Pedestrian and bicycle access Local area pedestrian network Walking is the principal mode of accessing public transit system. Good pedestrian/cycling paths in 10min access zone is essential. Easy access into BRT stations Road level crossing to reach BRT station is quick & convenient Cycle parking & rental service Bicycle parking facilities at BRT stations & terminals as well as short rental services enhance the usage of BRT
  22. 22. 7. Modal integration Integration of BRT with other public transit modes enhances its usage Metro Rail MRTS & Suburban Rail MTC bus services Auto rickshaw & minibus Intercity rail & bus services Integration types Physical access Fare collection System information
  23. 23. 8. Strong brand identity
  24. 24. What BRT is and is not? BRT is a new way of delivering service to citizens so it becomes a mode of choice, not mode of compulsion. It should be developed as a full system. BRT is NOT a checklist of Making dedicated bus lanes Procuring low-floor buses Putting IT modules on buses Marginal improvement to existing bus transport.
  25. 25. Poor design can lead to problems Substandard BRT can result in Slow speed Low capacity Poor user perception Unsafe conditions Cutting corners in defining the system only leads to poor utilization of physical resources, loss of money and bad image
  26. 26. Gold standard BRT will result in High capacity mobility Rapid travel Safety User satisfaction Effective usage of road space
  27. 27. Why create BRT? With growing traffic congestions, public transit service will deteriorate. BRT provides rapid, high quality service like metro connecting large parts of the city. Efficient bus service means lower cost to operate the system. BRT is quick to construct and easy to expand or modify quickly based on passenger demand. Transmilenio BRT in Bogota carries more passengers than 7 lanes of private motorcar traffic
  28. 28. Does BRT require large streets? - NO Solutions exist to make BRT in streets as small as 50ft/15m. Examples of such systems exist in Colombia, Ecuador, Mexico etc. BRT is about giving priority to mobility, not private motor vehicles. Guayaquil, Ecuador Ahmedabad, India Quito, Ecuador
  29. 29. Infrastructure & systems Institutional structure & management BRT elements
  30. 30. MTC in 2010 Primary attention • Bus operations and maintenance, and large staff issues seek maximum attention. • Day to day affairs and fire fighting consumes the energy of all the staff, including senior management What it misses out on • Operations planning, scheduling, monitoring do not get sufficient attention. • System quality and efficiency is not measured • Long term planning and strategic improvement does not happen
  31. 31. MTC going forwards What it should do itself • MTC transforms into a public transit management body* rather than being a bus operator • MTC plans, manages and monitors operations. • MTC plans long term strategy and system expansion/improvement What it should outsources • Actual bus operations, including procurement, maintenance and operations are done by private operators • Other services like automated fare collection, fleet management, system maintenance, security etc are contracted out and managed by service providers * It is similar to an UMTA but has some critical differences. MTC need not be a regulatory body. On the other hand, MTC will manage contracts and monitor daily operations for public transit operations which UMTA is not expected to do in normal course.
  32. 32. Where does one start? Trying to change it all may backfire. Create a Special Purpose Unit (SPU) to demonstrate transformation. SPU is positioned as • Entirely independent of existing MTC structure • With a fresh competent professionals recruited for SPU executive team • Its CEO is directly answerable to the board comprising of Transport Secretary, Metro Rail MD, CMDA member secretary Municipal Affairs Secretary and Municipal Commissioner. SPU role • SPU is NOT a bus operator. It functions as a lean, focused unit • It retains the role of operations planning, business planning, management and monitoring. It contracts out all services • To start with, SPU manages all BRT planning & operations
  33. 33. Board of Directors CEO Planning & Operations Administration & Finance Planning & Design Operations Financial management Contracting & Payments Human Resource Management Physical Resource Management Legal issuesRoute Planning Infrastructure Design Business Model Financial analysis Long term vision Communications & Marketing Public information strategy User surveys Corporate identity Marketing Media relations Scheduling Fleet Monitoring Fare Collection Quality Control
  34. 34. Process of BRT implementation The entire process of implementation can be done in 2-3 years. Adequate time for initial planning and design can save time in construction and implementation
  35. 35. Network Identification Corridor Design Contracting Contracting Road Survey Data Station Concept Operations Study Corridor Detailing Station Detailing Operations Plan Station Construction Corridor Construction Operations Starts MTC Operations data
  36. 36. Bus Procurement Tender Fare Collection Tender Equipment Procurement Equipment Procurement Fleet Management Tender Bus Manufacturing System Setup System setup Bus Delivery and Testing Operations Starts Fleet Control & Reporting Fare collection & Revenue distribution
  37. 37. The way forwards ITDP-CCCF support Chennai BRT
  38. 38. East-West and Suburban connectivity is weak. BRT can provide missing links in the network of Metro Rail & MRTS. BRT link Interchange
  39. 39. Proper study of existing data, road network and additional surveys is essential for corridor identification, operations plan, physical design and implementation
  40. 40. How can ITDP-CCCF help Institutional structure and business plan • Restructuring of institution for better system management • Business model for contracting bus operations & fare collection Demand analysis and operations planning • Data analysis and corridor network identification • Operations plan – Route structure, operations protocol • IT systems for monitoring and management • Fleet specification and system interface parameters Physical design • Roadway design • BRT station, terminals and interchange facility design • Local area street design for pedestrian and cycling connectivity Identifying sustainable financing and funding
  41. 41. Who are ITDP and CCCF Chennai City Connect Foundation is an initiative of city based industries to support government institutions in creating a better city Institute for Transportation & Development Policy is an international non-profit agency that promotes sustainable and equitable transportation worldwide Terms of support • ITDP will bear all costs of its staff and experts it brings • ITDP will provide support in system design and implementation • ITDP will help in identification of additional consultants • ITDP will provide support in training of SPU staff and consultants • ITDP will not pay for government appointed consultants, surveys, construction or system implementation • ITDP needs the commitment of government to implement sustainable transport systems

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