bus rapid transit system (brts) - case studies in indian scenario
TRANSCRIPT
Bus Rapid Transit System :
Case Studies
By
Mr. Apparao Gandi
Assistant Professor
Department of Civil Engineering
GITAM University- Hyderabad
Guest Faculty, Center for Transportation Engineering,
JNTU-Hyderabad
Talk delivered at
Training program on Multi Model Transport System for
Environmental and Social Co – Benefits
At Dr. MCR HRDI , Hyderabad
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Issues in planning for public transport
systems in India
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Cities in India are getting Choked
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•
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Urban population projections
The next one generation in India will add as many urban
residents as has been added since the beginning of mankind7
Efforts so far…
• Road widening for vehicles - often compromising footpaths
• Flyovers
• A few cities have opted for metro rail
• Some others now opting for BRTS
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Need to shift people from
personal motor vehicles to
public transport & non-
motorized modes.
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Therefore:
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The thrust of our efforts has to be on
shifting 2-wheeler users and old car users to
public transport and non-motorized modes.
Why will people shift???
• Standard Logit model for mode shift
– Travel time
– Waiting time
– Price
• If this is the basis for mode split, no one will
shift from 2-wheelers to public transport
• Yet people are willing to shift
• What makes them do that?12
Is it:• Safety
• Comfort
• Pollution
• Hassles of driving on congested roads
• Weather
• Opportunity for social inter-action
• What else?
• Subject of research13
Issues in planning for public
transport
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Coverage – accessibility
Technology – cost Vs. capacity
Pricing /fares – who should pay
Regulation and management – role of the private sector
To Overcome all these issues BRTS is
coming into the Picture
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BUS RAPID TRANSIT
SYSTEM (BRTS)
BUS RAPID TRANSIT SYSTEM (BRTS)
WHAT IS BRTS …???
• Bus Rapid Transit (BRT) or High Capacity Bus
System (HCBS) is a high quality, ultra modern,
customer oriented transit option that could
deliver fast, comfortable and cost-effective
urban mobility, quite similar to metro rail.
Cont..
• This highly effective and economical mass transit
option is now a way of life in many developing as
well as developed countries such as China,
Taiwan, Brazil, Columbia, Ecuador, Japan, United
States of America, Australia, New Zealand,
England, France and so on.
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Introduction:-
• BRT is a suite of elements that
create a high quality rapid
transit experience using rubber
tired vehicles.
• This experience often includes
a high degree of performance (
especially speed & reliability),
ease of use, careful attention to
aesthetics.
WHY BRTS….?
• Urgent need for efficient mass transport system.
• Scope for both low density and high density passenger movement.
• Low cost transit solution.
• Less time for planning and construction, more flexibility.
• Higher speed with little delay for buses.
WHY BRTS….?
• Vital component of overall transport plan for the city.
• Can be operated according to the city ethos (culture).
• Scope for public private synergy.
• Environment friendly.
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BRTS TERMINAL
MAIN FEATURES OF BRTS
• Dedicated (bus-only) running ways (preferably,physically separated from other traffic)
• Accessible, safe, secure and attractive stations.
• Easy-to-board, attractive and environmentallyfriendly vehicles.
• Efficient (preferably off-board) fare collection.
• Its applications to provide real-time passengerinformation, signal priority and servicecommand/control.
• Frequent, all-day service.
MAIN FEATURES OF BRTS
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• At-grade bus lanes preferred for increasing
commuter access, operational flexibility and
reducing costs.
• Priority for buses at intersections.
• Urban / low floor buses.
• Properly designed bus shelters for efficient and
safe boarding / alighting
• Pedestrian facilities for ‘along' and ‘across'
movements.
• Inter-modal integration through single ticketing
for seamless travel.
PRINCIPLES OF BRTS
• Move people as effectively as rail at a potentially lower
initial capital cost
• Fully utilize existing roadways, rights-of-way, and
station sites
• Take advantage of available technology (e.g., automatic
vehicle location, passenger information, signal priority,
and “Smart Card” type fare collection)
• Apply incremental system development, based on
demand and funding
• Maximize operating flexibility
• Change the mindset for bus transit – from conventional
bus fleet operations to state-of-the-art transit systems
that are convenient, reliable, attractive, and comfortable
COMPONENTS OF BRTS
A BRT system combines flexible service and new technologies to improve customer convenience and reduce delays. While specific BRT applications vary, the components may include:– Running ways
– Vehicles
– Stations
– Route structure and schedule
– Fare collection
– Advanced Technology
TYPES OF RUNNING WAYS
• Running way types vary in the degree of grade separation &
lateral segregation from general purpose traffic.
• Running ways can be classified into three types
a. Separate
b. Freeway
c. Urban street
Separate Running way
• A Separate running way is
the most developed form
of a busway & consists of a
road or guideway to built
on its own alignment.
• It can include both at grade
& grade separated
intersections with cross-
streets
• A separate running way
developed with a guided
track using curb or
another low barrier on
the outside of the track
to help steer vehicles is
referred to as a guide way,
the figure illustrates a
guide way.
FREE WAY
• A free way running way is built with in the limits of the
cross-section of free way, either as a part of new
construction or existing.
• The running ways geometry is controlled by geometry of
freeways general traffic lanes.
• The running ways can have one of three forms
a. A median bus way
b. HOV lanes
c. Shoulder
A Median Bus way
• A dedicated bus facility
in the median area
usually separated
physically from other
forms of traffic and
other types of BRT.
The figure illustrates a
median bus way
HOV lanes
• A running way
shared with high
occupancy vehicles
on either sides or the
outer lanes of the
freeway. the figures
illustrates a HOV
lanes
Shoulder
• Permitted use of the
outside shoulder of the
general traffic lanes by
BRT vehicles.
• Some times limited to
peak hour periods or
congested conditions.
URBAN STREETS
• An urban street BRT running way is developed with in
the limits of the roadway cross section either as part of
new construction or existing facility.
• The running way has one of three forms
a. Median bus way
b. Bus lane
c. Mixed use lane
Median bus way :-
• A dedicated bus facility is a
median area sometimes
shared with other high
occupancy vehicles and
sometimes physically
separated from traffic. the
figure illustrates the median
bus way
Bus lane
• Similarly to a median
busway but tipically located
on the out side of the
arterial roadway and
sometimes shared with
other high occupancy
vehicles.
Mixed use lane
• Mixed use of a lane by both transit general traffic.
Geometry:-
• The geometry of a separate busway facility can be
considered for two types of corridors
a. Green field bus ways
b. Constrained corridors
Green field bus ways:-
which are busways constructed in areas that offer
few limitations in terms of space, direct routes to
the desired destinations.
• Constrained corridors:-
Uses routes that are limited in width, located along
routes that are not entirely & are constructed
adjacent to or with in developed area.
Designation Description Dimension (feet)
A BRT/Bus lane Preferred (12) Constrained (11)
B SHOULDER Preferred (4) Constrained (2)
C Barrier/curb Preferred (2) Constrained (2)
VEHICLES
Modern, low-floor, high capacity rubber-tired vehicles that accommodate high volumes of riders and fast boarding and exiting. BRT vehicles often use clean fuels or alternative power.
STATIONS
Ranging from protected shelters to large transit centres, BRT stations are located within the communities they serve and provide easy access to the system.
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• Route Structure and Schedule
• Established to maximize direct, no-transfer rides
to multiple destinations and to create more
flexible and continuous service (reducing the need
for a schedule) for local and express bus service.
•
Fare Collection• Designed to make it fast and easy to pay, often
before boarding the vehicle, BRT fare collection systems include the use of self-service proof-of-payment systems or pre-paid stored-value fare cards, such as a "Smart Card" system.
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Advanced Technology
• The use of advanced technologies (or IntelligentTransportation Systems) to improve customerconvenience, speed, reliability, and safety.Examples include systems that provide trafficsignal preference for buses at intersections andcross streets, as well as Global PositioningSystems (GPS) to provide passenger informationsuch as real-time bus arrival information.
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GLANCE OF ALL COMPONENTS OF BRTS
ADVANTAGES
• Grade separated will provide highest travel time
saving, level of safety, and reliability of all types
of running ways.
• Bus traffic doesn't interfere with mixed traffic at
all.
• Mixed flow traffic lanes have minimal capital
costs since major physical modification are not
necessary
• Converted HOV lanes allow buses to operate
faster, more reliably and more safely than
buses in mixed flow lanes.
• Improvement BRT travel
times can be attained in
designated curbside bus-
only lanes, making buses
in these lanes more compe-
titive with the automobile.
Disadvantage
• Grade separated transit way have the highest
capital cost of any BRT option.
• An appropriate right-of-way throughout the
corridor may be unattainable.
• Bus operations are impacted by traffic
conditions.
• Since buses share a lane with HOV’s
automobiles may impede bus operations, which
make HOV lanes less efficient than bus only
lanes.
• Median HOV lanes can be more difficult to
access.
• Implementation of new curbside bus lanes and
street widening may displace parking,
pedestrian and bicycle paths.
BRTS IN MARYLAND
CASE STUDY ON Ahmedabad BUS RAPID TRANSIT SYSTEM
Ahmedabad’s most efficient
‘Bus Rapid Transit Service’
Buses move in the dedicated lanes at high speed without the obstruction from vehicles crossing or jay walkers forcing the drivers to apply brakes .
• Janmarg also known as Ahmedabad BRTS, isa bus rapid transit in Ahmedabad, India. It isoperated by Ahmedabad Janmarg Limited, asubsidiary of Ahmedabad MunicipalCorporation.
• It is designed by Centre for EnvironmentalPlanning and Technology (CEPT) University.
• Janmarg means the people's way in Gujaratilanguage.
BACKGROUND
• Ahmedabad has a population of 72 lakhs(7.2 million), which is likely to be 11 million by the year 2035.
• This would lead to agglomeration of surrounding settlements like Naroda and other smaller villages, which ultimately increases the area of the city, which may become 1,000 km2 in the year 2035.
• Ahmedabad has limited public transport options
BACKGROUND
• It has system designs quite similar to Curitiba's RedeIntegrada de Transporte and Bogota's TransMilenio.By following this system Chennai BRTSand Bangalore BRTS are also under implementation.
• Technical procedures was started in 2006.
• A part of the first corridor connecting Pirana to RTOJunction was opened to public on October 14, 2009 byChief Minister of Gujarat, Narendra Modi.
• Second half of the first phase of the BRTS wasinaugurated on December 25, 2009.
• It was stretched up to Kankaria Lake later to catereastern part of the city.
Detailed System Design and Implementation Support (2006):
• BRTS- Ahmedabad is under implementation. Detailed system design and support during construction is being provided by CEPT team. The team had already made some 100 minor design changes to avoid difficulties faced by Delhi and Pune in implementation.
SELECTION OF CORRIDORS
• Based on an analysis of the socio-economic factors, travel demand patterns, road network characteristics, proposed metro plan and existing Ahmedabad Municipal Transport Service (AMTS) route network as the criteria, a network of roads covering about 155 kilometers in length have been identified for developing the Bus Rapid Transit System within Ahmedabad
RESEARCH QUESTIONS
• How are the objectives and priorities of JanmargBRTS decided?
• What is the level of citizen participation in the planning of Janmarg BRTS?
• How do stakeholders and planners interact and what are the consequences in achieving goals?
• What is the social impact of Janmarg BRTS on marginalized groups?
• Is Janmarg BRTS successful and can it be replicated in other regions?
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TRANSPORTATION ISSUES IN
DEVELOPING COUNTRIES• WITH RAPID ECONOMIC GROWTH COMES...
Rising incomes $$$ Growing urban population
Increasing vehicle ownership
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TRANSPORTATION ISSUES IN
DEVELOPING COUNTRIES
There will be a five-fold increase in the total
vehicle moving very fast in non-OECD
countries from 2002–2030; two billion vehicles
in total.
• Strained infrastructures and air pollution
• Road fatalities and injuries
• Reduced accessibility for non-drivers
• Road traffic accidents are the third-most leading cause of death and disability in developing countries 72
What are the effects..??
A POTENTIAL SOLUTION OF BRTS
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It is one of the most cost-effective options to provide
high-capacity public transit3.
• The motor vehicle fleet has been doubling every four years the last three decades.
• Many Indian cities are experiencing a cycle of decreasing bus ridership and reduced transit services.
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TRANSPORT IN INDIA: MORE MOTORBIKES, LESS BUSES
Family using a motorcycle at a crossing
• In response, many transit users have switched to cheap to-wheeled motor vehicles
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Typical traffic in Ahmedabad
Statistics:1995 to 2005
44%68%82%
road crashes persons injured traffic fatalities
Best Practices BRTS in South Asia
76Janmarg System Map in Ahemadabad
Phase IPhase II
In contrast, Pune and Delhi BRTS received
negative press and little public support…..
• MEDIA:
– Close media attention to BRTS
– Regular press releases by the city
– BRTS branding and hype among citizens.
• PUBLIC EVENTS :
– Workshops for experts, international community and public officials
– Open displays at CEPT University and other venues
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PUBLIC PARTICIPATION:
WHICH PUBLIC AND HOW??
• OPENNESS
– Commissioner’s office open to inquiries, concerns, questions via phone or e-mail
• DEMONSTRATION
– Prototype bus station
– 12km demonstration corridor
– Free transit first month of operation
– City and CEPT University took visitor comments and feedback; also helpful for user education
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Cont..
SOCIAL IMPACTS: THE GOOD AND THE BAD
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PROJECT EVALUATION
FINANCIAL
• Operation costs recovered by fares
• Maintenance costs are still an issue
• Potential for revenues from advertising space
• Are flyovers necessary?
• They are considerable costs to the project
• Buses do not even use the flyovers
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ENVIRONMENTAL
• Modal switch detected (34% of BRTS riders used cars, motorbikes or rickshaws before Janmarg)
• Reduced traffic (esp. Sunday nights)
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TRANSPORTATION
• Safer, faster and more reliable than AMTS
• Cheap fares (Rs. 2–16) but the average monthly expenditure on transport is Rs. 103
• Flyovers used for project encourage fast driving and unfriendly pedestrian environments
• System does not address the majority of trips
that go to the center of the city
• Pedestrian and bike infrastructure present
but inadequately designed:
– 55% of the city bikes or walks
– Bike lanes and sidewalks can be too narrow
– Motorcyclists use bike lanes as service lanes
– Cars/hawkers park on sidewalks and bike lanes
– Infrastructure located only along corridor
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• Cars parked on the sidewalk and a hawker setting up shop along a BRTS corridor
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Car parked inside in a bike lanealong s BRTS corridor
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LESSONS LEARNT
• Janmarg has greatly improved public transit and should be taken with pride by local Indians
• Tells the rest of India that BRTS can work despite previous shortcomings in Pune and Delhi.
• Fair compensation needed for impacted communities or avoidance of slum clearance altogether.
• Lessons learnt from international examples can be adapted to the local context and culture
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• Research and explore case studies before tackling planning problems
• • Janmarg would have had the same shortcomings seen in Pune and Delhi if ITDP was not there
• to provide technical support, international BRTS experience and information
• •
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01. As the bus arrives at the Platform of
the station. the door of the platform
and of the bus open up, and thereafter
close, simultaneously before the bus
leaves. The buses are fully air-
conditioned.
02. Stations are in the median.
03. Ticket issuing clerk is sitting in the
middle in a cage covered by a glass.
BRTS is operational on 18.7 kms. from RTO to Pushpakunj at Kankaria
Lake
01 02
03
Another good feature of the stations is that they have provided ramps for physically challenged people to use Wheel chairs.
With walls in the ramp (pathway), there will be no spillage of people in the path of the bus.
The platforms have good seating arrangement especially for ladies waiting for the arrival of the bus. My wife among others, can be seen here
Our people areexiting on reachingKankaria lake
When the bus leaves the dedicated lanes
to cross a junction, red signal stops other vehicles
Stations are well-lit at night
Ahmedabad BRTS is a bus-based high
quality, high capacity rapid transit system
In a BRT system, the buses travel in
exclusive lanes, thus avoiding congestion.
This is a system of segregated right-of-way
infrastructure, rapid and frequent bus
Operation, easy boarding and alighting
facilities for the passengers and excellence
In marketing and customer service.
Gujarat Chief Minister: Sri Narendra Modi
is seen travelling in a BRT bus on the
day on its inauguration on 15th Aug 2009. It is
Modi’s personal interest that Ahmedabad’s
BRTS became a reality and today the most
efficient too.
It is now getting International attention as per
Times of India (24-02-2009). In fact the
delegates from some 17 countries were
a 2-day tour of Ahmedabad on 22 / 23-2-2009
to study its working and probably to copy.
BRTS has been long seen by Urban
Planners as an answer to traffic chaos
in Big Cities
International Award:
BRTS Ahmedabad was conferred the award for Sustainable Transport for the year
2010 on Jan.12, 2010 in WASHINGTON D.C. U.S. A team led by the Standing Panel
Head: Ashit Voha flew to Washington receive the said award for visionary achievement in mass transport from the U.S. backed Institute for Transportation & Development Policy.
• BRTS Ahmedabad has installed this machine at the exit at every station.
• Ticket is to be ‘shown’toit while exiting.
• The machine will catch If the person who has taken ticket for a shorter distance, has travelled longer.
VIDEO
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VISAKHAPATNAM BUS RAPID
TRANSIT SYSTEM
Visakhapatnam:
2nd Largest city of A.P. with an area of 550 sq. Km.
City is home to several industries, steel plant, apart from being port city.
It is also home to Eastern Naval Command.
As per 2011 India census, It had a population of 4,288,113.
Need of Rapid Transport at V.S.P
As per National Urban Transport Policy (NUTP), cities with one million-plus population must target to a minimum public transport mode split of 50% .
By giving impetus to public transport to arrest the trend of personal modes.
Increase modal split in favour of public transport.
To have smooth flow, safety and to minimize travel time, cost.
Reason for adoption of BRTS at V.S.P
Cost – Implementation of MRTS costs around 200 crores per km, where as BRTS costs around 20 crores per km.
Implementation can be done with in a less span ( 1- 3 years after conception) – a significant advantage when compared to rail based project.
Before Implementation of Project:
As of 2011, about 4.5 lakh registered vehicles ply on the city - 90% of Motorized Two-Wheel Vehicles (MTWVs).
Travel demand of 12 lakh trips per day – 65% private basis & only 20% favour public transport.
Target:
Situation:
Minimum public transport mode split of 50% (as per NUTP).
Travel demand has to grow to 16 and 28 lakh trips per day by 2011 and 2021 respectively.
Project Description
Project was approved in the year 2008, started in the year 2010
GVMC, appraised a BRTS network of 100 Km consisting of 6 BRTS corridors.
In phase I, 2 corridors were proposed:
RTC complex – Pendurthi (20 Km) RTC complex – Simhachalem (18.5 Km)
The study was approved by MoUD and aid was granted through JNNURM programme.
For development of foot over bridges, bus shelters etc. Public Private Partnership (PPP) mode was chosen.
Goals of Project
Not to compromise with space requirements for dedicated buses, Motor Vehicles, Non- Motor Vehicle lanes and safety.
To augment transport supply at an affordable cost to the citizens.
To prepare a comprehensive parking plan and will be implemented with control on demand and fiscal measures.
Project design features
Min 30m width at mid- block section; 36m width at stations/ junctions; Dedicated bus lane, 7.0 m (2 x 3.5 m); 3.4 m wide passenger platform with shelter; 2 x 3.25 m motorised vehicle lane (MV), 2 x 2.5 m non- motorisedvehicle lane (NMV), minimum 2.0 m wide sidewalk on both sides; Placement of stations- based on demand ( 500 to 700 m); Additional right turn to MV lane at junctions; Provision of bus passing lane at some stations; Adequate depot and terminal facilities; and Safe dispersal and integration measures.
Fig: Typical Cross section at 36.0 M row (with Bus Bay)
Fig: Typical Cross Section at 30.0 M Row
Fig: Typical Cross Section at 60.0 M Row
Flyover:
Fig: Typical Cross Section of flyover, Pier Location
Development under Public Private Partnership (PPP)
Methodology:
Implementing (financing, designing and executing) the proposed Modern Bus Shelter and Foot Over Bridges dividing them into 3-4 packages.
Operating and maintaining for a given concession period.
Transferring the facilities to GVMC after concession period.
‘Public’ is represented by a Special Purpose Vehicles (SPV) named‘ Visakhapatnam Urban Transport Company Limited ( VUTCL).
The project will be implemented by a SPV with equity stakes through GVMC ( 25% equity), APSRTC (51% equity) and VUDA (24% equity).
Role of Special Purpose Vehicle (SPV)
Objective: To provide BRTS by way of planning, designing, financing, developing and constructing etc. To facilitate multi modal transport services including owing, licensing and operating bus routes. To serve as a single agency to facilitate, coordinate control & monitor the activities of various public & private partners.
Budget
I. Total cost of project:
For Civil and electrical infrastructure is estimate at : 339 Cr. ( with contingencies of 1.5 Cr.)
For shifting of utilities has been estimated as 26.53 Cr.
For producing ITS related facilities for 300 buses, 50 bus stops, 8 terminals, 3 depots and a control centre has been provisioned with 6 Cr.
The Operation & Maintenance cost shall be about 15% of capital cost
Financial Partners Involved
By GOVT. of India (JNNURM) – 50%GOVT. of A.P. – 20%GVMC – 20%Others – 10%
2. Sustainability of the Project
The annual O&M per annum will be 39 Cr. by 2021. Expected ridership on PTC and STC corridor will 3.15 Lac./day by 2031. Estimated bare box revenue will increase to 125 Cr. by 2021. 5 Cr. per annum can be generated through advertisement rights. Operation viability is expected to be sound as the project Internal Rate of Return (IRR) comes to healthy 41% . All other( buses, fare collection system and ITS) can also financed from the fare box revenue and even enough to maintain fixed infrastructure efficiently.
Challenges encountered
Availability of ROW to achieve segregation of traffic on the corridors.
Issues to be reckoned are utility diversions and addressing the drainage.
Diversion of traffic during construction.
Difficulties in acquisition of land at various strategic locations.
Environment and social problems and prospects of resettlements et.
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Conclusions• India is witnessing a rapid growth in urban populations.
Consequently, the demand on transport infrastructure is huge.
• A planned response is needed to meet the challenge.
• Some solutions include:
• BRTS,
• MRTS,
• Mono-rail,
• Optimization of transport network,
• Development of feeder networks.
ACKNOWLEDGEMENTS AND REFERENCES
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I would like to thank members of Mr. K.RamGopal, Dr.MCRHRDI,A.P andDr. Sravana (JNTUCEH). for giving this opportunity, as well as my Students, friends andfamily for their support.1.Dargay et al. (2007). Vehicle ownership and income growth, worldwide: 1960-2030. TheEnergy Journal 28(4): 163-190.2.Bener et al. (2003). Strategy to improve road safety in developing countries. SaudiMedical Journal 24: 603-608.3.Hensher. (2007). Sustainable public transport systems: moving towards a value formoney and network-based approach and away from blind commitment.Transport Policy 14(1): 98-102.4.Zhang. (2009). Bus versus rail: meta-Analysis of cost characteristics, carrying capacities,and land use impacts. Transportation Research Record 2110: 87-95.5.Badami and Haider. (2007) An analysis of public bus transit performance in Indian cities.Transportation Research Part A 41: 961–981.6.Badami. (2005). Transport and urban air pollution in India. Environmental Management36(2): 195-204.7.Ponnaluri and Santhi. (2009). Road crash history and risk groups in India: need for newinitiatives and safety policies. Transportation Research Record 2114: 64-71.8.Arnstein. (1969). A ladder of citizen participation. Journal of the American PlanningAssociation 35(4): 216-224.
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“Buses,More Buses,
Better Buses”
THANK YOU
FOR YOUR ATTENTION
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