Bus Rapid Transit System

• Bus rapid transit (BRT) is a term applied to a variety of public transport systems using buses
to provide faster, more efficient service than an ordinary bus line.
• Bus Rapid Transit is the name given to sophisticated bus systems that have their own lanes
on city streets.
• It ensures fast, reliable, secure and high capacity service

Submitted by: Bhagyashree

Mahima
Characteristic Components
1. Dedicated lanes
• Bus only, grade-separated right-of-way: A dedicated bus lane
allows the bus to operate separately, without interference from 2. Buses with Multiple Doors, High capacity
other modes of traffic. and Low Emissions
• Serves a diverse market with high-frequency all day service: A BRT 3. Prepaid stations
network with comprehensive coverage can serve a diverse market 4. Differentiated services: Express and Local
(all income ranges) by moving large numbers of people between 5. Intersection Priority
locations quickly and reliably throughout the day, while maintaining 6. Coordination with operators of buses of
a comfortable riding experience. lower capacity
• Bus priority: Preferential treatment of buses at signalized 7. Use of ITS and centralized control
intersections can involve the extension of green time and/or
allowing the bus to proceed sooner, out of turn, relative to the
normal sequence of signal phases.
• Off-bus fare collection: Conventional on-board fare collection
slows the boarding process, particularly when different fares are
collected for different destinations and/or classes of passengers.
This allows passengers to board quickly through all doors of a
stopped bus.
•  Vehicles with tram-like characteristics: Recent technological
developments such as bi-articulated buses and guided buses have
benefited the set-up of BRT systems.
Benefits
Short-Term Benefits Medium-Term Benefits Long-term Benefits
Efficient, reliable and frequent services. Containing urban sprawl. Economic development in and around
the areas of BRT operation.
Affordable fares. Promoting social inclusion instead of Reduction in pollution.
isolation.
A safe and secure public transport Direct and indirect job creation in both Reduction of harmful pollutants and
system. the transportation and construction greenhouse gases.
industries.
Universal design.
A decrease in road congestion.
Decrease energy consumption and
vehicle emissions.
An enhanced urban environment.
Recapitalization of the public transport
fleet.
Case study 1: Pune, India
• Pune is a city with a population of 5.05 million as of 201112. The city has registered a population growth of
3.0 per cent per annum during 2001-11. It is now emerging as an important centre for Information and
Technology (IT) firms and educational institutes.

Transport Characteristics:
• The share of public transport in Pune is only 12.2 per
cent.
• Another 7.2 per cent use IPT (autorickshaws). The
modal share of walking and cycling is 22 per cent and
11.1 per cent, respectively (Wilbur Smith & Associates
and IL&FS Urban Infrastructure Services Ltd, 2008).
• The city had an estimated 1,445,364 vehicles
registered in 2007, of which 1,123,898 (78 per cent)
were two-wheelers (Wilbur Smith & Associates and
IL&FS Urban Infrastructure Services Ltd, 2008).

Existing BRT Proposals in Pune

Pune BRT Corridor details:
• BRT came in operation on 3rd December, 2006.
• Total corridor length= 14.8km, from Katraj to Hadpsar.
• Operational characteristics survey is carried out only for first 6 km stretch,
having 13 numbers of bus stops.
• Free parking facility for two wheelers and four wheelers is provided at
Swargate bus depot.
• Free parking facility is proposed at four different locations on a corridor.

The Status Of The BRT System:

• It clearly indicates that the PMC has not implemented the BRTS in the corridors for which they have received
funds, and has instead utilised all the funds for paving the roads and widening them without making attempts to
build infrastructure for the BRTS, like dedicated lanes or bus shelters.
• The pilot project has two of the major routes connecting three major bus
terminals. These are:
1. Swargate–Hadapsar (East-West Corridor), which was designed by the
TRIPPS, IIT Delhi
2. Swargate–Katraj (North-South Corridor), which was designed by the PMC
These two corridors were sanctioned by the MoUD at a total cost of `
623.2 million (USD 13.84 million) for a total length of 12.6 km.
Operational Characteristics Of Pune BRTS:
• Average travel time between two stops is observed to be maximum from Katraj to Swargate during morning peak
hours because of maximum boarding and alighting on a station due to large number of workers travel from
Katraj.
• During evening peak hours, exactly reverse situation is observed from Swargate to Katraj on account of return
work trips. Delay due to signal and congestion in BRT lane is observed to be higher during peak hours.
• Average delay of 45 seconds is observed from Katraj to Swargate during evening peak hour.
• Maximum speed of 79km/hr is reached by bus during afternoon off peak hour as no speed restriction is
observed on the corridor.
• Since station spacing is less, average segmental operating speed drops down to around 30kmph.
• Maximum load factor of 2.46 is observed in the morning peak hours.
• Segmental travel time required by bus on weekend day is less compared to week day.
• Average operating speed does not vary significantly compared to week day speed.
• Route load factor is higher during morning and evening peak hours in Katraj to Swargate direction due to
recreational trips.
• Route load factor near to 0.2 is observed during afternoon off peak hours from Swargate to Katraj. On week end,
average delay at a junction is about 30 second.
Travellers’ Characteristics:
BRT Users:
• 65% BRT users are from low to medium income group i.e. monthly income
below 20,000 INR.
• Household vehicle ownership: 0.62 two wheeler 0.17 car and 0.25 bicycle
• 75% of BRT users are students and workers.
• 67% users are accessing bus stops by walk while 18% users are preferring
bus.
• In egress trip, share of walk trip is around 72%.
• Ratio of In-Vehicle Time i.e. in BRT bus to the Out-Vehicle Time i.e. access
and egress trip time (IVT/OVT) is 1.26.
• In-Vehicle Cost to the Out-Vehicle Cost ratio (IVC/OVC) is found to be 1.77.
Non Users:
• Household vehicle ownership: 0.98 two wheeler 0.37 car.
• 78% of non users are required to walk to access bus stops. During egress
also 70% of non-users will have to walk to reach their destination.
• IVT-OVT ratio is obtained as 1.27 while IVC-OVC ratio is obtained as 1.72, if
non users starts using BRT service.
 Current
Scenario: System bottlenecks and policy barriers:
BRT Lane and bus station in Pune • The first bottleneck is the lack of institutional coordination.
Pune is a unique case as PMA comprises two municipal corporations and
three cantonment boards that are well connected functionally. However,
there is little coordination and cooperation between their governing bodies.
In spite of the formation of PMPML, the PMC and PCMC continue with the
old routes and both have different BRT systems.
Inspection chambers on NMT Lane • The second bottleneck is the lack of administrative or political will to build
the BRT.
The PMC, for its part, has used all the JnNURM funds for road widening, re-
paving etc., and hence BRTS services could not begin operations in most
parts of the city.
• The third bottleneck was the complete lack of social marketing of the BRT
Bus stops on inauguration day Current situation system.
The BRT system has faced public wrath right from the day its operations
began. The public was unaware of the benefits of the system. The social
media were not taken into confidence to promote the system.

Shoddy public works People boarding from the road