This presentation helps us to know, why BRT is important in Delhi and how it can curb the traffic on Delhi roads. It also tells us the implementation of BRT in Delhi. It also tells us the various advantages of BRT.

1. BRT- A must have for Delhi!

2. Air Quality
AIR

3. Delhi: NOx levels Rising steadily
1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007
60
30
m
e
b
u
a
g
o
c
r
t
/
i
0
Res. Areas Ind. Areas
Source: CSE computation based on CPCB 3
data

4. Delhi: at risk of losing gains
After a short respite the curve turns upward
180 2001 2002 2003 2004 2005 2006 2007
120
60
m
e
b
u
a
g
o
c
r
t
/
i
0 4
Res. Areas Ind. Areas CPCB
Source:

5. Present Scenario & Statistics
S o u r c e s o f A ir P o llu t io n in
D e lh i:
D G s e t s , c o o k in g ,
In d u s t r ia l b io m a s s
E m is s io n 10 %
20%
70%
V E H IC U L A R
Source: M P D 2021, p57
E M IS S IO N
Our Air is killing 21 people every day.
Since vehicles are the major pollution source, they
are the major cause of respiratory fatalities in Delhi.

6. NOx = 84,200 kg/day
NOx = 84,200 kg/day
2011 2016
69 LAKH Vehicles 93 LAKH Vehicles
We are already at risky/ fatally high
levels of Pollution, even without
looking at future projections,
Therefore time has come for drastic
paradigm change.

7. Present Scenario & Statistics
Annual Average* of Critical Pollutants at Five Stations in Delhi (in µg/
m3)
Prescri
Parameter Punjabi Mandir R K Civil bed
s Bagh Marg Puram Airport Lines Limit
50
SO2 7.81 9.40 6.34 19.53 23.26
NO2 38.51 43.29 44.87 70.27 97.05 40
PM10 294.59 250.76 314.89 265.80 213.56 100
PM2.5 153.07 127.16 151.53 135.73 84.39 60
Benzene
0.75 1.18 0.93 22.01 14.83 5
Highlighted Data in red indicates Crossing of prescribed limit
*Average data from January 2011 to October 2011

8. Mass Emission Standards for Bharat Stage –IV
ategory M and Category N vehicles manufactured after the 1st April 2010 with gross vehicle
weight not exceeding 3500 kg, shall be as under:

9. Emission norms for different categories of vehicles
Norms Passenger car Two wheelers Heavy Vehicles (Diesel) (gm/Km Hr)
(Gasoline (Gasoline)
(gm/Km) (gm/Km)
CO HC + CO HC + CO HC NOx PM
NOx NOx
BS I 2.72 0.97 2.0 2.0 4.5 1.1 8.0 0.36
BS II 2.2 0.5 1.5 1.5 4.0 1.1 7.0 0.15
BS III 2.3 0.35 1.0 1.0 2.1 0.66 5.0 0.10
(COMBINED
)
BS IV 1.0 0.18 - - 1.5 0.96 3.5 0.02
(Combined
)

10. Projected growth of different categories of vehicles between
2012-2017
Vehicle Growth Rate 2012 2017
Category
2- Wheelers 50% 4976488 7464732
3-Wheelers 10% 83163 91480
4-Wheelers 50% 2402548 3603823
(Pass Cars)
4-Wheelers 100% 51018 102036
(Taxis, cabs)
LCVs (Tata 50% 123237 184856
407 etc)
Trucks 30% 76785 99820
Buses and 30% 56600 73581
Others
Number of vehicles registered in Delhi upto 31st March 2011 : 6889996

11. Baseline and next 5 year Projected Vehicular emission load
Pollutants Emission Load Kg/d
2007 2012 2017
(baseline) (Business as (Business as
Usual) Usual)
Vehicular Emissions
PM 9747 12587 15425
CO 217791 277069 336207
HC 66741 85686 104608
Nox 84194 111124 138096
SO2 722 1057 1393

12. Air Quality Improvement Strategies:
Since Vehicles are the major source of NOx and PM pollution in Delhi, both
of which are major causes of cancer and respiratory diseases, the following
Plans are to be implemented in order to undice a mode shift in favour of
Public Transport, in the next 5 years.
The following Modal Shift Strategies are to be implemented:
 Move more People, not Vehicles – Augment usability, reliability
of Public Transport System by Implementing BRT Network.
 Parking Pricing to discourage car use.
 Cycling Masterplan – to make cycling safe in Delhi.
AIR

13. Strategy 1: Move more People, in lesser vehicles
One Mixed Traffic Lane carries approx. A dedicated BRT lane carries minimum of
2600 Passengers per lane per hour 6000 Passengers per lane per hour
Street without Street with
Dedicated Bus lanes Dedicated Bus lanes
MAXIMUM capacity of a Mixed Lane = (2.2x1200) = MINIMUM capacity of a Dedicated Bus Lane
2640 Passengers/ Lane/ hour = 6000 - 20,000 Passengers/ Lane/ hour

14. • It is FASTER (possible only if there is Congestion for private vehicles)
• It is CHEAPER (possible with fuel price rise, hike in parking fee, etc.)
People will move to Public Transport from Car – only if:
Car = 2.2 people Bus = 60 people

15. Which mode to take, if not car?
• Short car trips can shift to auto-rickshaws (if parking fee is hiked)
• Medium to longer car trips can move to buses or Metro.
• Shift form 2-wheelers to Buses possible only if bus-fares are made
cheaper.
AV. TRIP LENGTH
Source: T ransport D emand F orecast Study, 2008
Survey D ata by R I T E S for D oT , GN C T D

16. Which mode to take, if not car?
• If short trips in the city (2-10 km) are not made on Buses & NMT, then this would
just mean more cars, more two-wheelers, more RTVs…
Therefore every short trip will add to more pollution…
AV. TRIP LENGTH
Source: T ransport D emand F orecast Study, 2008
Survey D ata by R I T E S for D oT , GN C T D

17. Which mode to take, if not car?
• People can buy cars but only use it on holidays or non-peak-hour trips. Private
modes should NOT be a necessity for reliable peak hour travel. Other modes -
Metro, BRT, local buses, rickshaws, cycling, walking - should be made
more convenient, cheaper, safer and more reliable compared to car trips.
AV. TRIP LENGTH
Source: T ransport D emand F orecast Study, 2008
Survey D ata by R I T E S for D oT , GN C T D

18. Why is Bus System Augmentation critical, inspite of Metro
 BRT corridors take the buses out of the traffic jam, thus making the entire bus system
many times more reliable and faster.
Need for mode interchange removed at least at one end of the trip in BRT, because the
local bus itself takes people to their home/final destination.
Local
bus routes
Bus Corridor
fully segregated
 For Metro, a feeder mode is required at both ends, requiring time, money,
inconvenience. This interchange delay is more acceptable when trip lengths are longer. For
example, for a 6 km trip, an interchage after 3 km is undesirable and a direct mode is more
preferable.
DESTINATION Metro Feeders
Station
Interchange ORIGIN
point

19. Why is Bus System Augmentation critical, inspite of Metro
 Average Trip lengths in NCT is 10km. So bus is ideal and most convenient since it picks and
drops door-to-door.
 Metro is best for 15-20km trip, as longer trip length neutralizes the interchange time &
hassle for the commuter.
• 80% of Trips in Delhi are below 10 KMs.

20. Why is Bus System Augmentation critical, inspite of Metro
 For trip lengths between 5-10 KM, Bus is the ideal mode of Public Transport in Delhi.
MODE Average Trip Length (KM)
•CAR 10.5
•2W 8.7
•AUTO RICKSHAW 4.7
•BUS 8.8
•METRO 13.8
•TRAIN (IR) 20.2
•BICYCLE 4.0
•CYCLE RICKSHAW 1.7
•WALK 1.1
 By adding short trips to Metro (2-10km commuters), it makes Metro too crowded
for long distance travellers, thus making them shift back to other modes. This has
already happened in corridors like Vikas Marg, Gurgaon, etc. because bus
commuter (instead of car ) have moved to the Metro!!
Source: T ransport D emand F orecast Study, 2008
Survey D ata by R I T E S for D oT , GN C T D

21. FUTURE SCENARIOS –
Business as Usual vs. Various Public Transport Scenarios.
• Continuing current trends shows a “decrease” in PT share.
• Implementing Metro & closed BRT only maintains the current Mode share.
• Implementing an Open/Hybrid BRT Netork along wit higher Parking Charges –
induces a positive shift towards Public Transport!
Base 2007 Business as Metro + Open Network BRT/
(CURRENT) Usual (2021) few Closed BRT Bus System +
(with Higher Higher Parking
MODE Parking Charges) Charges
2021
Mode Share Mode Share Mode Share
Mode Share (%) (%) (%) (%)
CAR 15.5 23.4 17.1 14.6
2-Wheeler 27.1 21.9 20.0 8.7
Auto-rickshaw 4.4 5.1 3.2 4.1
Public Transport 53.0 49.6 59.7 72.6
TOTAL TRIPS 100.0 100.0 100.0 100.0
Source: T ransport D emand F orecast Study and I ntegrated R oad C um M ulti-modal
P ublic T ransport N etwork F or N C T , 2010; by R I T E S for D oT , GN C T D

22. Combination of Metro + Open BRT System – Lowest Emission
Lowest Emission
Scenario
Source: T ransport D emand F orecast Study and I ntegrated R oad C um M ulti-modal
P ublic T ransport N etwork F or N C T , 2010; by R I T E S for D oT , GN C T D

23. Hybrid BRT + Metro Public Transport Network Plan:
14 corridors in 5 years
14 Integrated Transport
Corridors (ITC) to be taken up
in next 5 years – shown in red
SYMBOLS: IIT- MUMBAI

24. Strategy 2: Increase Parking Charges to
discourage Private Vehicle use.
ackground Data:
Results form “Willingness to Pay” Survey done by RITES
with private vehicle users at various parking locations:
•84% are willing to shift to “good” public transport
System
•72% to shift if quality feeder system is available.
•45% of car users to shift to
public transport if Parking fee is
increased by 50%.

25. Increased Parking Charges to increase Public Transport Ridership.
The RITES Transport Model (GNCTD) shows that Increased Parking charges give an
increased ridership (PHPDT) for Public Transport Modes.
Business As Usual
PHPDT
Metro + BRT
Metro + BRT
+ Parking Charges
Various BRT/ ITC Corridors
PHPDT = Peak Hour Per Direction Trips; Source: T ransport D emand F orecast Study and I ntegrated R oad C um M ulti-modal
ITC = Integrated Transport Corridor P ublic T ransport N etwork F or N C T , 2010; by R I T E S for D oT , GN C T D

26. Strategy 3: Cycling Masterplan – Make Cycling Safe in Delhi!
It is interesting to Note from the Data below that:
 Of the 19% car owning households of the city, 9% use their vehicles regularly for
travel;
 However out of the 35% Bicycle Owners, only 5% use them for travel!!
Vehicle Ownership In Delhi Modal Share
VEHICLE OWNED % OF HOUSEHOLDS MODE % of PERSON TRIPS
•CAR WITH WALK TRIPS
- 1 no. 16.4 (2007-08)
- 2 nos. 2.5 •CAR/TAXI 9.09
- 3 nos. 0.4 •2W 14.07
≥ 4 nos. 0.1 •AUTO RICKSHAW 2.36
TOTAL 19.4 •BUS 27.12
•2W
•METRO 2.66
- 1 nos. 37.7
•TRAIN (IR) 0.42
- 2 nos. 5.1
•BICYCLE 4.46
- 3 nos. 0.5
•CYCLE RICKSHAW 5.16
≥ 4 nos. 0.1
•WALK 34.67
TOTAL 43.4
•NO MOTOR VEHICLE 47.9 TOTAL 100
•BICYCLE 35.0 TOTAL TRIPS/DAY 219.87 LAKH

27. Promotion of NMT/ Cycling helps in drastic reduction in Emissions
__
E
(Better Vehicles) (High Cycling
& NMT use.
Data Source: www.unep.org

28. A complete City-wide Safe Cycling Network to be developed.
Arterial Roads to have safe Cycle Tracks

29. A complete City-wide Safe Cycling Network to be developed.
Nallahs can be Cycle-Ecomobility corridors, forming a City-wide Network.

30. The South Delhi Greenways
project (CDP, Delhi):
.
• Continuous non-motorized corridor
along Nallahs for connectivity to
Metro/ BRT.
• Connects to heritage destinations.
• Provides scope to locally recycle
sewage and infiltrate groundwater.
• Stormwater conveyance System with
parks as temporary detention
facilities.
• Forests allow for detention and
infiltration facilities and green lungs.
30
© oasis designs

31. The South Delhi Greenways
project (CDP, Delhi):
.
• Provides scope to locally recycle
sewage and infiltrate groundwater.
• Stormwater conveyance System with
parks as temporary detention
facilities.
• Forests allow for detention and
infiltration facilities and green lungs.
• Continuous non-motorized corridor
along Nallahs for connectivity to
Metro/ BRT.
• Connects to heritage destinations.
AFTER
BEFORE 31
© morphogenesis

32. Nallah Corridors become a shorter Cycling Connection to Stations
NIZAMUDDIN
STATION
ISBT SARAI
KALE KHAN
JANGPURA
METRO STATION
2.0 KMS
3.5 KMS
BRT CORRIDOR
32

33. Air Quality Improvement Plans:
Since Vehicles are the major source of NOx and PM pollution in Delhi, both
of which are major causes of cancer and respiratory diseases, the following
Plans are to be implemented in order to undice a mode shift in favour of
Public Transport, in the next 5 years.
The following Modal Shift Strategies are to be implemented:
 Move more People, not Vehicles – Augment usability, reliability
of Public Transport System by Implementing BRT Network.
 Parking pricing to discourage car use.
 Cycling Masterplan – to make cycling safe in Delhi.
AIR