SUMMARY

Bus Rapid Transit (BRT) Systems are the preferred choice of transport planners in developing
countries as it is affordable public transport and has a widely spread network in urban areas. It
was conceptualized in New Delhi in 2002.

Essential components of BRT system are:

1. Bus
2. Bus-Q-Shelter (BQS)
3. Pedestrian infrastructure
4. Accessibility standards
5. Disabled friendly

With Rapid pace of urbanization, the majority of India’s million- plus population cities are facing
serious traffic congestion and pollution problems. The solution lies in improving the public
transportation system. It is not only cost effective, but also has significant social, economic and
environmental benefits.

Bus Rapid Transit (BRT) as a primary mode of transport is comparatively flexible, easy to adopt,
upgradable and affordable. In 2002, Government of National Capital Territory of Delhi
(GNCTD) approved BRT on 7 dedicated corridors totalling 115.5 km, as the answer to Delhi’s
traffic woes. BRT systems not only provide a dedicated corridor for quicker bus & priority
vehicle movement, but also provide a segregated and safe corridor for pedestrians and non-
motorized transport (NMT) like cycles and cycle rickshaws. In the system, people using public
transport or pedestrians and NMVs, are given importance and private vehicles are discouraged,
due to shrinkage of ROW for cars and bikes. The system facilitates access to public transport and
also encourages pedestrian trips for short distance travelers.

Delhi BRT is a prime example of the multiplicity of advisory, regulating and implementing
authorities responsible for the overall development.

Important elements of the BRT system such as buses, bus shelters, street and pedestrian
infrastructure were targeted to have Universal Design
features, thereby ensuring a seamless journey from the point
of origin to destination.

Infrastructure
Persons with reduced mobility and PwDs are the group with
the largest, hidden, unsatisfied demand for user friendly
public transport systems. Any BRT system cannot be called
completely accessible, if the street and pedestrian
infrastructure along the corridors providing access to and
from the BQS is not inclusive. And hence such perspectives were also kept in mind while
designing.
For this few features were included as Universal Design
Features of BRT:

 Proper synchronization of the platform height with LFB

floor height to achieve virtually level access
 BQS is an important component of the BRT. The greatest challenge is to provide platform-
bus interface so as to facilitate level boarding.
 Hinged manual ramp in the LFB can be deployed to bridge the horizontal gap and the
wheelchair and pram users can easily board/de-board. This
would help everyone including: persons with reduced
mobility like senior citizens, families with young children,
pregnant women, people with temporary ailments, people
with heavy luggage and persons with diverse disabilities.
 BQS has been designed taking safety aspects into
consideration. Waiting passengers are not exposed to
vehicular traffic.
 ramps with 1:20 gradient,
 handrails at two heights (for children and adults),
 engineering configuration of tactile paving for persons
with vision impairment
 route signs & information in Braille and digital display
system.

BRT Delhi has set an example of inclusive design and transit

oriented development through meticulous planning of
pedestrian’s access needs. Following measures were planned
and undertaken during the re-development of entire Right of
Way:

 Reconstruction of pedestrian path, service road and medians

 Widening of corridor cross section for eliminating congestion points
 Leveled and continuous footpaths having resting spaces and spaces for hawkers at every
200m
 Continuous tactile pavers along entire 5.8km length for persons with vision impairments
 Raised Table Top for traffic calming and at grade crossing for pedestrians and mobility aid
users
 Bicyclist/ tricyclist tracks and designated parking for auto rickshaws
 Way finding and route information signage in contrast colour and large fonts
 Special white lighting at average 40 lux for footpaths allow the colour contrast of the tactile
pavers to be visible during the day and night
 Crossings and intersections- auditory signals and accessible median refuges

Various surveys that proved BRT successful start:

 Survey by EMBARQ for Centre for Science and Environment revealed that 80% of the bus
commuters, pedestrian and cyclists were happy with the BRT and dedicated bus lane system.
 Since November 2008, no fatal accidents have been reported on the corridor which speaks
highly of the efficiency of the system.
 The bus corridor has reduced the average travel time of bus commuters by 35%. [Hidalgo
and Pai, 2009]

Replicability
 National Urban Transport Policy 2006 states BRT as a desirable cost effective solution for
allocating equitable road space and Right of Way. [NUTP, 2006]
 Ministry of Urban Development, Government of India, in its study on Traffic and
Transportation strategies and policies of urban areas in India in 2008, has focused on
transport supply in the mass transport domain. The Ministry is currently funding BRT system
projects in many Indian cities under the JNNURM.
 Low floor bus prototypes were experimented. Several changes were made time to time in
BRT buses as well as on corridor, like ramps, seat belts, headrest and user-friendly clamping
system for wheelchairs and lower stop request button. Reconstruction of pedestrian
infrastructure, based on the developed accessibility standards, led to the provision of wider
footpaths with tactile paving, adequate illumination, Table Top crossings, median refuges and
designated hawker & resting spaces were introduced.