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Yes or No for BRTS - stats and numbers?
Written By silkboard - 29 April, 2008
Delhi Pune BRTS Mysore Analysis public transport
There are multiple threads popping on BRTS here and elsewhere, thanks to the situation at Delhi and Pune. Here is one more, but focused only on gathering statstics required to support or counter the BRTS decisions. What would be realistic ridership targets for a BRTS at Bangalore, Pune or Delhi - basically, size of target market? What is the current profile of road space usage? What is the average commute distance in these cities (Delhi, Bangalore, Pune, Ahmedabad)?
Further, what is the current split of commuter traffic between various modes of transport? What are these cities' investment levels in existing modes of transport and how do thoe compare with investment BRTS will require? What percentage of road space would BRTS actually free? What are the average travel times on trunk commute routes, and how much will BRTS speeden up? How does the per capita road length in Bangalore or Pune compare with each other and peers in developing and developed world? Comparisons are welcome (Bogota, Curitiba, Lagos, Ottawa), but should be driven by statistics.
Basically, statistics, or stats based reasoning for or against BRTS is welcome.
[Picture of BRTS bus at Pune sourced from cncity_2007 @ flickr]
COMMENTS
Naveen - 29 April, 2008 - 11:49
Stats available for Bangalore (& I suspect all Indian cities) are based on ridership levels in public transport, modal splits, vehicle usage, trip lengths, etc as per survey data compiled for Metro rail construction (Bangalore /Delhi) & as per CTTP reports for various cities.
I doubt if BRT specific data has been attempted - have'nt come across any for bangalore, though they might have done something in Delhi before finalising plans for corridors.
Bangalore - Stats from CTTP-2007
Naveen - 29 April, 2008 - 11:29
Distribution of Trips by Purpose :
---------
Work - 18,39,819 (29.27%)
Education - 7,38,799 (11.75%)
Others - 6,49,737 (10.34%)
Non-home based - 92,347 (1.47%)
Employer Business - 11,747 (0.19%)
Return - 29,53,229 (46.98%)
Total - 62,85,678 (100 %)
Distribution of Trips by Mode of Travel :
-------------
Public Transport - 26,34,471 (41.91%)
Car - 4,16,304 (6.62%)
2-Wheeler - 18,45,476 (29.36%)
IPT - 7,26,425 (11.56%)
Cycle - 1,39,407 (2.22%)
Walk - 5,23,597 (8.33%)
Total - 62,85,680 (100.00%)
Average Trip Lengths :
---------
Bus - 14.99 km
Car - 11.59 km
Two Wheeler - 8.02 km
Three Wheeler - 8.59 km
Cycle - 3.88 km
Walk - 1.01 km
Average for all Trip lengths-10.57 km
silkboard - 29 April, 2008 - 06:49
Parts from a letter to editor in Biz-Standard mailed by Sudhir Badami, who didn't mention a source/reference for these stats:
"In Delhi, 37% either walk or cycle, 18% use personal motorized transport, 40% buses, 3% paratransit, 2% use metro/rail transit. 40% travel less than 5 km to work, 35% b/w 5-10 km, and 25% more than 10 km".
s_yajaman - 29 April, 2008 - 07:13
Here is a link to the BRT Policy Center - this is a Washington based think-tank on BRT. Has loads of stuff on BRT all over the world - check the resource page. They have a database on BRT implementations all over the world.
They also sponsor seminars in cities on BRTS.
Srivathsa
A critique of Ahmedabad's BRT System
murali772 - 12 December, 2013 - 06:58
A Sustainable Urban Transport Panacea?
The JnNURM and the National Urban Transport Policy have given a boost to bus rapid transit systems in many Indian cities and Ahmedabad's Janmarg is the largest such network now in operation. This paper shows that while catering to latent transport demand, Janmarg has not promoted inclusivity or encouraged a shift away from private motorised transport. It has also given short shrift to non-motorised transport systems, which are important for inclusivity and for reducing the city's carbon footprint. The study raises the pertinent question of whether public transport ought to be viewed as a technological fix or as part of a wider solution of urban or social issues.
The authors, Darshini Mahadevia (darshini@cept.ac.in) and Rutul Joshi (joshirutul@cept.ac.in) are with the Faculty of Planning, and members of the Centre for Urban Equity, CEPT University, Ahmedabad; Abhijit Datey (adatey@gmail.com) is a Research Associate at CUE.
This research was part of a project titled “Promoting Low-Carbon Transport in India” and is from a larger report titled “Sustainability and Social Accessibility of Bus Rapid Transit in India”. The project was managed by the United Nations Environment Programme and UNEP Riso Centre and funded by the Federal Ministry for the Environment, Nature Conservation and Nuclear Safety, Germany.
The paper expresses the authors’ views and not of their institution.
For the full report, click here
The study was undertaken in 2011 when 44.5 km of the total planned 88.8 km was in operation.
Something that readily interested me:
The branding of Janmarg has created a schism between the two bus services, the AMTS and the BRTS, both owned and operated by the same entity, the AMC. While the BRTS was being associated with new, swanky services, the AMTS services became more irregular, faced financial problems and slowed down due to the increasing mixed traffic on roads narrowed by the BRTS.
Well, there's lots more. May be Prajagalu would like to comment.
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