Bus Rapid Transit:

How Delhi Compares

Delhi BRT

Modern Low Floor CNG Buses are a big improvement: Lower Particulate emissions than TransMilenio

Grade “A” Cycling Facilities Bike flows at peak are as high as 1200, highest in

world after China

Grade “A” Pedestrian Facilities set a new high standard for BRT

At grade pedestrian crossing is fine and Normal

Central lane bus configuration is NORMAL and critical to increasing speeds

Lanes of mixed traffic

Bus express lane

Achieving high capacities with express lanes

The QUINTESSENTIAL BRT: Quito EcoVia Line

Central lane BRT ends conflicts with bikes and peds

Delhi BRT Corridor before BRT

Bike lane and central buslane configuration ends bus –bike conflict

Issues; Delhi HCBS allows Non-BRT Buses in the Buslane,

many DETERIORATED BUSES: frequent stalls and breakdowns

Only newer buses regulated by DIMTS and meeting quality standard and maintenance should be allowed

Non-BRT Buses interrupt the planned function of the BRT station

Station Comfort is only FAIR

Ahmedabad Station Design is Nicer

AHMEDABAD MUNICIPAL CORPORATION AND AHMEDABAD JANMARG LIMITED

TransMilenio feels like a metro station

TransMilenio is as comfortable as a metro station

Bogota

Station configuration creates very wild weaving motions at intersections contributing to accidents

Sao Paulo Novo de Julio Before and After reconstruction to central median station

configuration

Delhi: 12,000 pphpd, 13km/hr

Passenger Volumes are Good: Speed is slow

Guangzhou BRT phase I

• 25,000 pphpd

• 25 km/hr

Beijing BRT

• 7,500 pphpd • 21 km/hr

Seoul BRT

• 12,500 pphpd

• 17 km/hr

Brisbane busway

• 10,000 pphpd

• 19 km/hr

TransMilenio

• 35,000+ pphpd

• 25 km/hr

19

TransJakarta Busway

•  5,000 pphpd

•  21 km/hr

Curitiba BRT

•  13,000 pphpd

•  22 km/hr

Sao Paulo BRT

•  15,000 pphpd

•  16 km/hr

Hangzhou BRT

•  1,500 pphpd

•  23 km/hr

Kunming bus lanes

•  8,000 pphpd

•  19 km/hr

Bus speed slow, Mixed traffic speeds deteriorated

Line Speed KPH Ridership (passengers / hour /

direction)

Impact on Mixed Traffic

Bogotá TransMilenio 29 42,000 Improved a lot

São Paulo 9 de julho 12 34,910 Improved some

Porto Alegre Assis Brasil

18 28,000 N.A.

Belo Horizonte Cristiano Machado

15 21,100 N.A.

Delhi 13 12,000 Deteriorated Significantly

Curitiba Eixo Sul 21 10,640 N.A.

Mexico City Metrobus 21 8500 Deteriorated a little

Quito EcoVia 18 10,200 Improved significantly

TransJakarta 18 4500 Deteriorated significantly

Beijing 15 7500 No effect, new road

Bus speeds are slow because buses cue at the station OR the intersection

Sao Paulo only 12kph because of bus cueing at station

They need passing lanes and route reconfiguration, and to increase boarding speed.

Taipei BRT has similar bus cueing problem to Delhi

Bus Cues, Taipei’s HCBS System, Morning Peak.Bus Cues, Taipei’s HCBS System, Morning Peak.

Delhi Bus speeds slow because of junction/bus station interference

Delhi BRT is getting 13 buses/direction through the junction on one cycle only because passengers are boarding up the road off the platform. This is the

cause of pedestrian danger, NOT the at grade crossing

JUNCTION DESIGN INITIAL CONCEPT

JUNCTION DESIGN FINAL DESIGN

TransJakarta Jammed the Corridor Also, but for different reasons.

80% of Old buses remained in mixed traffic lanes

Junction conflict with BRT station and turning movements are the cause of mixed traffic delay.

Six signal phases, each six minutes.

TransMilenio is three phases, three minutes max

Space for BRT system (stations and runways)

Space for mixed traffic (roadway)

Seoul stations have one long platform, one passing lane (consumes 3 rather than Delhi’s 4 lanes), and

are far from the junction, allowing more mixed traffic turning lanes at the junction

Seoul, Korea’s BRT stations are mid-block, to allow space for left turn lanes

JUNCTION DESIGN Fewer lanes to cross to reach BRT station

Median Station allows for easy transfers

More space for mixed traffic at intersection

Synchronized signals for safe pedestrian crossing

INITIAL CONCEPT FINAL DESIGN

Delhi has six phase junctions, TransMilenio has 2 or 3 phases

What Can Delhi do now? Making Right Turning and left turning buses enter

mixed traffic lanes would eliminate 2 signal phases

Local service only Add routes to simply transfers

Add limited-stop services Add express services

Local service only Add routes to simply transfers

Add limited-stop services Add express services

Simplifying the routing structure simplifies the signal phases

No turning routes simplifies intersection the most

Some turns allowed: a compromise between directness of routing and intersection simplicity

Operational Control System helps buses

follow schedule to avoid cueing problem

REPORTS

CONTROL CENTRE

SATELLITE

BUS GPS-GPRS COMMUNICATION MODULE

WIRELESS NETWORK •  GPS-GPRS module on entire Bus fleet (BRT and AMTS)

•  Automatic transmission of Vehicle Location to Central Control Center (CCC)

•  CCC - Bus Driver communication for desired Level of Service

•  Operator Performance Reports

•  Automatically generated Operator Payment Advice. Short payment cycles.

Bus routes can be relocated or eliminated

OPERATIONAL PLAN

Trunk, Feeder and complimentary routes

could be considered

Contract out more of the system to private sector

Curitiba URBS Bogota TransMilenio

Santiago TransSantiago

Delhi

Bus Procurement

Private Private Private Public

Bus Operations Private Private Private Public and Private

Fare Collection Public Private Private Public

Trust Fund Public Private Private None

Control Center Public Public Private None

Operational Planning

Public Public Private None

Setting the Fare Public Public Public Public

System Design Public Public Public Public

Service Standards

Public Public Public (none)