Ahmedabad's Janmarg - An Overview of India's First BRTS System

Janmarg ‐ BRTS
Ahmedabad Bus Rapid Transit System
Technical Support:
Centre of Excellence in Urban Transport, CEPT University, Ahmedabad, India
Structure of the presentation
• Janmarg Today
• Before Janmarg: Precursors to planning and implementation
• Why BRTS was chosen in Indian cities?
• Janmarg components, characteristics and innovations
• Branding and Public Outreach
• Operations Management
• Replicability of concept of BRTS in Indian cities
JANMARG Today
PLANNED JANMARG NETWORK
System Statistics
89 km in Phase 1+2
143 BRTS Stations
81 km constructed
08 km under const.
EXISTING JANMARG NETWORK
System Statistics
86 km operational
127 BRTS Stations
160 Bus Fleet
09 Routes
38727 Bus km / day
1820 Bus trip / day
1.45 Lakh Passenger
Rs 16.0 Lakh Revenue
6am to 11pm Service hr
Peak frequency 2.2 to 4
mins
Before Janmarg!
Ahmedabad had a vision! Even before the BRTS,
Ahmedabad got the basics in place!
Vision
Long term Sustainability
Integrated, Comprehensive
Multimodal
Metro System, Regional Rail, BRTS, Bus
System, Feeder, Bicycles, Pedestrians
Land use Plans
Network Completion, Missing links, bridges,
railway over bridges
Ahmedabad’s approach
1. Comprehensive outlook
2. Continuous Effort
3. Strong/Decisive Leadership
4. Proactive Elected Wing
5. Encouraging State
6. Consultant who is a Partner
7. Positive Media
8. Citizen who sees change as positive
Before Janmarg!
Precursors to building infrastructure
Completing Network
Building River Bridges
‐ Vasana‐Pirana & Wadaj‐
Dudheshwar
Clearing right of ways &
encroachment removal
Utility Survey and Integration
Building storm water drains &
drainage infrastructure
Complementary measures
2014
2005
Completing the network
24 New bridges (river bridges, flyovers, Rob/RuB) constructed in last 8‐9 years
Structuring road network for the future
2025
Why BRTS was chosen in different Indian cities?
‐ Case of Ahmedabad: Janmarg
 Suits a developing country transport nuances‐
planning follows development
 No strong CBD
 Highly randomised development with
localised trips
 Urban pull – spreading out
 Need for decongestion
 Flexibility in routing / Easily expandable
 Scope for both low density and high density
passenger movement
 Project implementation easier
 Wider reach
 Leverages the full scope for public space and
accessibility improvement
 Can be operated according to the city ethos
 Environment friendly
Ahmedabad’s Option: Two systems at the same cost
Metro Rail system (6 kms. only) Bus Rapid Transit system (88.8 kms.)
 We are seeking transport solutions and not technology
 We need to expand Transit Coverage, Quantity and Quality
What makes Ahmedabad a BRTS city?
• Ahmedabad has a well developed ring‐
radial structure, high density
development and dispersed travel
pattern
• Improvements in existing bus system
alone are not adequate to bring about
significant modal shifts
• No single mode is adequate to meet
with the mobility needs in cities
• BRTS serves as a trunk while AMTS
and IPT as feeder
• Ahmedabad trip length is 6.5 for PT
which is good for BRTS
• People prefer affordable commute
with quality service
How was the network finalized?
 NETWORK and Not Corridors
Chandkheda
 Connectivity of important origin
and destinations Naroda
village
 Catalyst for area development
Sola RoB
RTO
Naroda
 Formation of strong network for Iscon
AEC
Memnagar Thakkarbapanagar
Bopal Kalupur
flexible route operations circle
Rly. Stn.
Odhav
Nehrunagar Soni ni chaali
Shivranjani
 low income, low accessibility Shreyas
RoB
Maninagar
Rly. stn,.
zones (old walled city) CTM
Jashodanagar
Ghodasar
 Availability of right of way to build Narol
Vatva
infrastructure
 Add capacity and take away apprt
PHASE 1
of capacity for BRTS PHASE 2
 Overall impact of transit on city Proposed Elevated Corridor
 Connect ‘busy places’ but avoid New River bridge
RoB Constructed (Phase 1)
Proposed RoB/ RuB (Phase 2)
‘busy roads’ Flyovers (phase 1)
Proposed Flyovers (phase 2)
Lessons Learnt in Design of BRTS
• ‘Open’ to closed system
• Trunk + Feeder system
• Pragmatic approach that is constantly evolving and
improvising the system
• ‘Network’ and not just corridors
• Need for constant monitoring of system performance
• Rigid pavement at bus stations
• Planning for future expansion
– System to be compatible to articulated buses
– Bus stations to be expandible
– Bus station ticket counters shifted out of bus station to
allow more clear passenger entry/exit
Lessons Learnt in Design of BRTS
• Shifting location of ticket counter from centre to
side
• Possible option of docking articulated buses in
future
• Gradient of access ramp is increased
• Signages – Information dissemination
• Flap gates – for faster passenger flows
• LED lighting – energy saving
• Hand rails adjoining ramps
• Rigid pavement at bus lanes
Type of System Operations:
Open and Closed
 Open system  Closed system
 Regular buses in BRT lanes  Specially designed BRT buses ply in BRT
 Partial BRT segregation lanes
 Reduced Reliability and quality  Full BRT Segregation
 Delays due to boarding/alighting, Ticketing  High reliability and quality of service
 Bus turnings at junctions become critical  Delays averted
 Bus turnings at junctions rationalised
BRT-Station Locations:
Kerb side or Median side
Kerb side Bus stops Median Bus stops
• Need to Build 4 small bus stops at • 1 large bus stop per location

each location • Ahmedabad BRT – 1 bus station
• Delhi BRT (8‐12 bus stops per per location
location)
• Easy and safe passenger transfers
• Pune (4 ‐6 bus stops per location)
• Passenger transfers critical
Janmarg – system characteristics
 System Types
Closed system – trunk and feeder services selected
Open system considered but not selected
 Running Way
Centre Running
Curb Running
Mixed Traffic
 Stations
Aesthetically designed, accessible level boarding
Near side (before intersection)
Two buses at each side
Far side
Complete BRTS
CYCLE TRACKS MIXED TRAFFIC BRT Lanes BRT BUS STATION MIXED TRAFFIC CYCLE TRACKS
BRT Lanes
PEDESTRIAN PEDESTRIAN PATHS
PEDESTRIAN
PATHS
PATHS
Designing for local context
Integration with Railways
Innovating to manage constraints
Innovating to manage constraints
Soni ni chaali – Double Deck Station
BRT at Gujarat College RoB (Elevated Bus station)
Anjali Junction Before Janmarg
Anjali Junction After Janmarg
Glimpse of JANMARG
Street Infrastructure for Commuters

Developing Public Spaces
Glimpse of JANMARG
Janmarg BRTS Depot and Workshop

Choosing the Right Vehicle
Low floor bus Janmarg bus – Flat floor
Low floor buses may be popular – high
floor buses are more practical for closed
system like Ahmedabad
JANMARG VEHICLE CHOICE
 High floor buses (900mm)
 Flat floor
 Cleaner Euro III Diesel, CNG
Semi ‐
Standard bus (Capacity 80 passengers )
Low floor bus
 Two wide central doors
 Width of doors in centre 1960 mm
 Length of bus ‐12 m
 Mix of A.C. and Non A.C.
 Use of ITS
ITS in Janmarg
State of Art control room
• Support Automatic Vehicle Locator System
• Real time operation monitoring
• Ensuring service levels to commuters
• Serves as data management center for service planning
ITS in Janmarg
Automatic fare collection system
• Pre‐paid boarding
• Real time fare collection system
• Smartcards, Token & paper tickets
• Smart cards for Students with discounts
ITS in Janmarg
Passenger Information System
• Real time information system
• LED display in Buses and BRT Stations
• Public announcement for disabled
• Signage and Maps
ITS in Janmarg
Automatic Sliding Doors
• Controlled by the driver
• Can be operated only when the bus aligns at designated
location
• Built in design redundancy
• Safe user interface
Innovation in ITS: RFID based automatic sliding doors
Use of RFID technology for automatic door
operations – First time used in city transport
system
At‐level and rapid passenger boarding and
alighting
Safe and barrier free access
Automatic door opetations
RFID reader and sensors (non synchronized) at approach RFID reader and sensors (synchronized) at hault
RAPID BOARDING AND ALIGHTING
safe, fast, accessible for all…
40‐50 passenger boarding/ alighting in 40 sec. Can cater to
14 passenger boarding/ higher demand with more than double the no. of people
alighting in 40 sec.
• At level boarding reduces boarding time and
increases safety
• Reduces delays
• Accessible for all..physically challenged, senior
citizens, women, children
ITS in Janmarg
Automatic Vehicle Location System
• GPS and GPRS based technology for real time tracking
• Electronic console for drivers for monitoring schedule
• Two way communication system with driver
• Emergency response system
Before Janmarg Branding
• No established bus transit market
• Managing apprehensions
• Capturing concurrent changes in bus transit to
validate the planning
• Wide roads to narrow roads
• Adaptation to local felt‐needs
• Local body’s role central, has to be the execution
head
• Interfacing with NHAI to gain access, TEC, BSNL,
Railways, gas company
Why do we need Branding?
Ahmedabad Janmarg is a Successful Brand in Public Transit in India
Highly accepted and used by the people of Ahmedabad
• Educating people
• Creating awareness
• Creating Identity for the system
• Information Dissemination
• Public participation
• Different user groups (age,
social..)
• Transferring ownership to people
..(“ Apnu amdavad..apno
Janmarg”…)
• Project initiated as a Planning
project needs to finally be
accepted and owned by people..
Janmarg Branding
BRT Booklets / Brochures / Newsletters
Mementos
Janmarg Branding
JANMARG Logo
JANMARG Bus Graphics
Uniform designs for entire AJL and
control centre staff, System operators,
Workshop staff
Public Outreach
• Bus stop prototype and Free trial runs
– Special BRT rides for school children,
industrialists, doctors, religious leaders etc.
– BRT trial runs till 1 am during Navratri
• Extensive public outreach and media coverage
(during construction, trial runs, operations)
• Enhanced Accessibility for all (physically and
visually challenged, senior citizens, women,
children etc.)
• Special training programmes for staff, Bus drivers
for improved skills and public interaction
• Regular passenger feedback surveys and for
performance monitoring
Strong political will and support
Surprise visit by Hon. Ex. Chief Minister
of Gujarat, Shri. Narendra Modi
On the bus ride, he discussed with the
passengers, their response and feedback
for the system
Public Outreach
Public Outreach
Delegations to BRTS
Dr. M. Ramachandran, US Delegation on BRTS ride Members of American Planning Association

on their visit to Janmarg
Ex. Secretary, Ministry of Urban
Development, GOI, on his visit to
Janmarg bus station
Members of Lagos BRT, Nigeria on Former Secretary, Urban Development, GoI,
Visit to BRT by Dario Hidalgo their visit to Janmarg Mr. Anil Baijal on a BRT ride
Experts Visit
Media Publications
“I declare Ahmedabad BRT as
the first full‐fledged BRT
system in India ” –
Dario Hidalgo
“Ahmedabad BRT system will
transform people’s lives and the
way they move in the city”
– Enrique Penalosa
Public Outreach
Politician Raj Thackrey
on BRTS ride
Movie Star Nagarjuna on BRTS ride
How the real estate uses BRTS as marketing strategy
‘BRTS is a bus based high quality, high capacity rapid transit system that
delivers fast, comfortable and cost effective urban mobility. In a BRT
system, vehicles travel in exclusive lanes, thus avoiding congestion. The
strategic location makes it perfect destination for Offices, showrooms,
cafetaria, restaurants, hospitals & call centers
A system for people
A system for people
A system for people
A system for people
SEATING AREAS ALONG PEDESTRIAN SPACES PEDESTRIANISED ZONE ALONG WITH BRT LANE
BUS STATION LOCATED AT PUSPAKUNJ – A PUBLIC SPACE INAUGRATION INTEGRATED WITH KANKARIA CARNIVAL
Management of transition to a new mode
• Formation of Separate Special Purpose Vehicle
(SPV) named Ahmedabad Janmarg Limitied (AJL)
under the Companies ACT.
• Role of SPV
– Operation and Maintenance
– Route planning and rationalization
– Integration with feeder
– Quality Control
– Undertake performance monitoring assessments
– Fare regulation
– Capacity Building
Where do we see Janmarg?
• Public transit to be made available within
500m for every citizen with last mile
network
• Seamless travel through Public Transit
Integration
• Achieving Service Level Benchmarks of
PT
• 40% trips in Ahmedabad made on public
transit
• Safe and high quality pedestrian and
NMT infrastructure to support Janmarg
last mile connectivity
Making Janmarg BRTS
‘a benchmark of excellence’
Sustainability
Major Modal shifts
• 17.5% Auto (shared) / 12% two wheelers / 6 % walk / 5% cycle/ 2.5% Car/ 5.5%
auto rickshaw
Improvement in air quality
• Reduction in PM2.5, NOx, SOx,CO
• PM2.5 levels: 122 – 170% lower than other modes on non‐BRT corridors
Improvement in road safety
• Reduction in fatalities (Narol‐Naroda sample survey)
• Fatalities ‐ 35 (2005), 12 (2011)
• Accidents – 169 (2005), 147 (2011)
Financial Sustainability
• Automatic fare adjustments (Fuel pricing, WPI)
• Proposed fare revision annually
• Additional sources of revenues (Advertisement rights, parking charges)
BRTS: Replicable in Indian Context
• High population density + Mixed landuse – results into short and dispersed
trips – Necessitates flexible routes
• Makes BRT an affordable solution – min. fare 5 Rs. for travelling 1.5 kms in
high quality AC buses.
• Activity centers at frequent intervals– bus station at every 500 mts.
• Surface mobility makes it highly accessible – Development of Complete

streets
• Accessible, Safe and comfortable mode of public transport
• High quality PT to favour higher modal shifts from private vehicle
Indian Cities Following JANMARG Model
Sitilink, Surat BRT
Ahmedabad BRTS model is taken as standard
and developed in other cities as:
BRT under implementation:
Surat
Rajkot Indore BRT
Indore
Hubli‐Dharwad
Feasibility Study undertaken:
Vadodara
Bhubhaneswar
Rajkot BRT
Hubli‐Dharwad BRT
SuratSitilink – Bus Rapid Transit System
With No Public Transport ...before 2007
with Limited Public Transport…2007
(BRTS)..2014
40,000 auto rickshaws operating like public transport!
Introduction of City Bus services in 2007
Challenge for Surat to create Sustainable High Quality Public
Transport
Today…–
Before BRTS ‐ No Roads
With BRT (2014)
No Roads…2008
13 kms. Of Canal corridor was identified in BRTS network in phase 1.
Partially there was no road, no traffic, degenerated use, encroachments on water front, canal
degradation
Centrally located canal acted as waste collection area, no transit opportunity
Lack of land use changes
Degradation of surrounds, land prices, Quality of life..
Today…– No Roads
Before BRTS ‐ No Roads…2008
With BRT (2014)
Transforming Constraints into Opportunities
BRTS to be operational on this corridor by 2014.
Pedestrian path Pedestrian path
Mixed traffic lanes Mixed traffic lanes
BRTS bus lane BRTS bus lane
Existing Canal
Technical value to road development
• Not just roads , developing ‘Complete Streets”
• Integration of Public transit, NMT
• Focus on moving people and not just vehicles. .
• Creating ‘livable streets’ through wide walkways, activity areas , street furniture,
street landscape
Sitilink‐Surat Bus Rapid Transit System
Sitilink ‐ A METRO EXPERIENCE ON ROAD THROUGH TECHNOLOGY INNOVATIONS AT 1/20th THE COST
How successful are we in communicating!
A painting competition by local media for children aged below 12
A participants vision of TOD
THANK YOU…
Prof. H.M.Shivanand Swamy
Executive Director
Centre of Excellence in Urban Transport,
CEPT University, Ahmedabad, India
Email: hmshivanandswamy@cept.ac.in

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Janmarg ‐ BRTS

4. Proactive Elected Wing

6. Consultant who is a Partner

8. Citizen who sees change as positive

Kerb side Bus stops Median Bus stops

• Need to Build 4 small bus stops at • 1 large bus stop per location

Street Infrastructure for Commuters

Janmarg BRTS Depot and Workshop

Dr. M. Ramachandran, US Delegation on BRTS ride Members of American Planning Association

BUS STATION LOCATED AT PUSPAKUNJ – A PUBLIC SPACE INAUGRATION INTEGRATED WITH KANKARIA CARNIVAL

• Activity centers at frequent intervals– bus station at every 500 mts.

• Surface mobility makes it highly accessible – Development of Complete

• Accessible, Safe and comfortable mode of public transport

• High quality PT to favour higher modal shifts from private vehicle

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