A critique on BRTS
The following is the full text of the comments under 'guest column' on page 2 of TOI today.
Bus Rapid Transit System (BRTS) when operated with high capacity buses gets to be called High Capacity Bus System (HCBS).
Curitiba in Brazil supposedly pioneered this model, following the 'success' of which quite a few other cities across the world have adopted it. In India, a team of technocrats from IIT, Delhi have been advocating this model from long, and as a result, the city of New Delhi has just about launched this scheme along one route, with a few more set to follow soon. The Delhi experiment has been receiving a lot of flak in the local media, which the supporters of the model would like to label as the propaganda by METRO/ MONO - rail, and automobile lobbies.
Now, whether BRTS or HCBS, both call for dedicated lanes in the centre of a given road. Allowing for 20 + 20 ft for the dedicated lanes on either side of a 10 ft wide median to accommodate the bus stops, it will leave just 50 ft for everything else on a 100 ft (between the outer edges of the drains on either side) road, like the one in Indiranagar. Thus, after providing for 20 ft lanes on either side for the general traffic, which by themselves are going to be terribly crammed, you will be left with a balance of 5 ft on either edges for drains, foot-paths, utility lines, etc. Plainly, that will mean the end of the majestic trees along this road.
The question further is how many roads do you have of this width in Bangalore?
Now, going by plain logic, supposing in any given route direction, BMTC is operating at a frequency of a bus every 3 minutes, and the buses are moving at an average speed of 10 kmph, there will be a gap of 500 M between any two buses. As such, if a lane is dedicated exclusively for the buses, it will then push out 100 other vehicles from this 500 M stretch (making for 200 vehicles per km), assuming an average vehicle length of 5M, and near bumper-to-bumper traffic conditions. This is total under utilisation of high demand city road space. If the cost of this much of land is factored into the project costing, particularly in cities like Bangalore, then the differential between the METRO-rail and the HCBS will narrow considerably.
The above apart, the access structures to the bus stops on the central median, can be fairly complicated and costly, particularly if you are following the Curitiba model. Also, while getting the traffic to move smoothly along straight road stretches is generally not a serious issue, the challenge is in getting them to negotiate the junctions smoothly. In this, the BRTS, for all its engineering, fails to provide satisfactory solutions.
There is a telling picture of a stretch of road in some city, which has adopted the model, showing an empty stretch of over 100M behind a bus on a dedicated lane, even as the adjoining lane (in the same direction) is totally cluttered with vehicles of all kinds, particularly two-wheelers. Very clearly, even with having introduced the HCBS on dedicated lanes, it has not caused citizens to switch from the use of their two-wheelers, leading to the problems aggravating even further.
Thus, while dedicated lanes may be OK on stretches leading to and from bus depots, or on stretches where the frequency is higher than say a bus every 15 seconds, on regular roads, they are totally ill-advised. Rather than dedicated lanes, total ban on private vehicles (meaning - vehicles other than buses, taxi's and auto's) on select stretches, during peak hours, would any day be preferable.
All these apart, BRT schemes are invariably envisaged as operations by Companies promoted by Municipalities, with 'artificial monopoly' (as different from natural monopoly situations, like in the case of power distribution) franchises being tendered out for different districts/ routes. In the case of the Indore city set up, for example (a presentation on which was made in Bangalore recently), the Company takes all decisions with regard to routes, fares, types of buses, schedules, etc, with hardly any discretion being left to the service providers. While the revenue generation out of cash sales comes straight into the hands of the individual operators, out of the earnings from sale of monthly passes (which are managed by the Company), a fixed sum of the order of Rs 22,000/- per bus per month is made over to them. If the targets are not achieved, which could very well happen considering the various kinds of forces at play, it will eventually lead to a subsidy regime.
Also, with far too many controls and restrictions still in place, I expect, TATA's, TVS's would still want to keep a safe distance, leaving the field to the local mafia chieftains to play ball with the Company authorities, more or less like the PWD operations in most states.
All in all, BRTS is not exactly a satisfactory model. In the case of Bangalore, the Bangalore Metropolitan Land Transport Authority (BMLTA) has been instituted. There is a proposal to strengthen and broad-base it. Once that is in done, what Bangalore needs to do is to facilitate the entry of players of the stature of TATA's and TVS's to provide the services in open competition with the BMTC, on a level playing field, with the minimum of restrictions. Public bus transport services today is too vital an infrastructure area not to have the competent services of such players.
Bus Rapid Transit System (BRTS) when operated with high capacity buses gets to be called High Capacity Bus System (HCBS).
Curitiba in Brazil supposedly pioneered this model, following the 'success' of which quite a few other cities across the world have adopted it. In India, a team of technocrats from IIT, Delhi have been advocating this model from long, and as a result, the city of New Delhi has just about launched this scheme along one route, with a few more set to follow soon. The Delhi experiment has been receiving a lot of flak in the local media, which the supporters of the model would like to label as the propaganda by METRO/ MONO - rail, and automobile lobbies.
Now, whether BRTS or HCBS, both call for dedicated lanes in the centre of a given road. Allowing for 20 + 20 ft for the dedicated lanes on either side of a 10 ft wide median to accommodate the bus stops, it will leave just 50 ft for everything else on a 100 ft (between the outer edges of the drains on either side) road, like the one in Indiranagar. Thus, after providing for 20 ft lanes on either side for the general traffic, which by themselves are going to be terribly crammed, you will be left with a balance of 5 ft on either edges for drains, foot-paths, utility lines, etc. Plainly, that will mean the end of the majestic trees along this road.
The question further is how many roads do you have of this width in Bangalore?
Now, going by plain logic, supposing in any given route direction, BMTC is operating at a frequency of a bus every 3 minutes, and the buses are moving at an average speed of 10 kmph, there will be a gap of 500 M between any two buses. As such, if a lane is dedicated exclusively for the buses, it will then push out 100 other vehicles from this 500 M stretch (making for 200 vehicles per km), assuming an average vehicle length of 5M, and near bumper-to-bumper traffic conditions. This is total under utilisation of high demand city road space. If the cost of this much of land is factored into the project costing, particularly in cities like Bangalore, then the differential between the METRO-rail and the HCBS will narrow considerably.
The above apart, the access structures to the bus stops on the central median, can be fairly complicated and costly, particularly if you are following the Curitiba model. Also, while getting the traffic to move smoothly along straight road stretches is generally not a serious issue, the challenge is in getting them to negotiate the junctions smoothly. In this, the BRTS, for all its engineering, fails to provide satisfactory solutions.
There is a telling picture of a stretch of road in some city, which has adopted the model, showing an empty stretch of over 100M behind a bus on a dedicated lane, even as the adjoining lane (in the same direction) is totally cluttered with vehicles of all kinds, particularly two-wheelers. Very clearly, even with having introduced the HCBS on dedicated lanes, it has not caused citizens to switch from the use of their two-wheelers, leading to the problems aggravating even further.
Thus, while dedicated lanes may be OK on stretches leading to and from bus depots, or on stretches where the frequency is higher than say a bus every 15 seconds, on regular roads, they are totally ill-advised. Rather than dedicated lanes, total ban on private vehicles (meaning - vehicles other than buses, taxi's and auto's) on select stretches, during peak hours, would any day be preferable.
All these apart, BRT schemes are invariably envisaged as operations by Companies promoted by Municipalities, with 'artificial monopoly' (as different from natural monopoly situations, like in the case of power distribution) franchises being tendered out for different districts/ routes. In the case of the Indore city set up, for example (a presentation on which was made in Bangalore recently), the Company takes all decisions with regard to routes, fares, types of buses, schedules, etc, with hardly any discretion being left to the service providers. While the revenue generation out of cash sales comes straight into the hands of the individual operators, out of the earnings from sale of monthly passes (which are managed by the Company), a fixed sum of the order of Rs 22,000/- per bus per month is made over to them. If the targets are not achieved, which could very well happen considering the various kinds of forces at play, it will eventually lead to a subsidy regime.
Also, with far too many controls and restrictions still in place, I expect, TATA's, TVS's would still want to keep a safe distance, leaving the field to the local mafia chieftains to play ball with the Company authorities, more or less like the PWD operations in most states.
All in all, BRTS is not exactly a satisfactory model. In the case of Bangalore, the Bangalore Metropolitan Land Transport Authority (BMLTA) has been instituted. There is a proposal to strengthen and broad-base it. Once that is in done, what Bangalore needs to do is to facilitate the entry of players of the stature of TATA's and TVS's to provide the services in open competition with the BMTC, on a level playing field, with the minimum of restrictions. Public bus transport services today is too vital an infrastructure area not to have the competent services of such players.
posted by Muralidhar Rao at
9:59 PM
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