DEVELOPING BUS RAPID TRANSIT SYSTEM IN INDIA

MADHURI JAIN
Research Scholar
Faculty of Science
D.E.I, Dayalbagh. Agra
India
[email protected]

ARTI SAXENA
Womens Polytechnique
Dayalbagh, Agra
India
[email protected]

PREETVANTI SINGH
Faculty of Science
D.E.I, Dayalbagh, Agra
India
[email protected]

P.K. SAXENA
Faculty of Engg.
D.E.I, Dayalbagh, Agra
India
[email protected]

Corresponding Author
Madhuri Jain
71, Yamuna Vihar Phase II
Karamyogi Enclave
Kamlanagar Agra 282005

ABSTRACT
Urban transport is a nightmare in India though most urban residents take it as a fait accompli. Indian
cities, of all sizes, face a crisis of urban transport. Despite investments in road infrastructure, and plans for
land use and transport development, all cities face the ever increasing problems of congestion, traffic
accidents, air, and noise pollution. Bus Rapid Transit (BRT) is growing in popularity throughout the
world. The reasons is its passenger and developer attractiveness, its high performance and quality, and its
ability to be built quickly, incrementally, and economically. BRT also provides sufficient transport
capacity to meet demands even in the largest metropolitan regions. This paper summarizes key trends
transport system and travel behavior of India , and the issues to be considered for the development of
BRTS to mitigate Indian transportation crisis.
Keywords: Transportation system, Transportation Problems, BRTS

Introduction
India is the 2nd largest country in the world, measured by population and arable land and is expected to
become the 3rd largest economy in the world by 2025, just behind US and China. In terms of growth it is
the second fastest growing major economy in the world. Transportation in India is a large and varied
sector of the economy. The share of Indian transportation investments in total public investment declined
during the period from the early 1950s to the early 1980s; real public transportation investment also
declined during much of that period because of the need for funds in the rest of the economy.
Zhang et al [10] developed a modal split model maximizing spatial welfare and constrained by travel
money budget and time budget. This approach was different from the general econometric -based
approach used in most existing macro transport studies and deal with the cost and speed of transport
modes as important variables explicitly. Patnaik et al [6] developed a set of regression models that
estimated arrival times for buses traveling between two points along a route. The data applied for
developing the proposed model were collected by Automatic Passenger Counters installed on buses
operated by a transit agency in the northeast region of the United States. Baltes [2] presented a statistical
analysis of the data from two on-board customer surveys conducted in 2001 of the BRT Systems in
Miami and Orlando, Florida. Yedla and Shrestha [9] examined the impact of BRTS including various
qualitative criteria for the selection of alternative transportation options in Delhi. Singh [8] provided a
reliable data set of land-based passenger traffic volumes in India, estimated the long-term trends in
motorized traffic volume and modal split and also estimated the level and growth of energy demand and
CO2 emission from the passenger transport sector.
Badami and Haider [1] explored the factors that contribute to and affect efforts to improve this situation,
based on an analysis of the financial and operational performance of the public bus transit service in the
four metropolitan centres and four secondary cities during the 1990s. Kathuria [3] investigate d whether
the enactment of policy instruments and the efforts have led to commensurate fall in air pollution in
Delhi. The analysis showed that the imposition had not resulted in concomitant improvement in ambient
air quality. Rabl [7] presented a life cycle assessment comparing diesel buses with buses fueled by natural
gas. The data for the emission of pollutants were based on the MEET Project of the European
Commission (EC), supplemented by data measured for diesel and gas buses in Paris. Mukherjee et al [5]
studied work exposure of drivers and conductors of special state buses in Kolkata, India to noise, heat,
respirable dust and volatile organic compounds (VOCs). Equivalent noise exposures of drivers at work
and in-bus noise were evaluated using a precision noise level meter. Mohan and Tiwari [ 4] discussed the
issues concerning public transport, safety and the environment and illustrated that unless the needs of
non-motorised modes of traffic are met it would be almost impossible to design any sustainable
transportation system for urban areas.

Indian cities face transport crisis characterized by levels of congestion, noise, pollution, traffic fatalities
and injuries, and inequity far exceeding those in most European and North American cities. Indias
transport crisis has been exacerbated by the extremely rapid growth of Indias largest cities in a context of
low incomes, limited and outdated transport infrastructure, rampant suburban sprawl, sharply rising motor
vehicle ownership and use, deteriorating bus services, a wide range of motorized and non-motorized
transport modes sharing roadways, and inadequate as well as uncoordinated land use and transport
planning. This paper summarizes key trends of transport system and travel behavior of India , and the
issues to be considered for the development of BRTS to mitigate Indian transportation crisis.
Urban transport problems of India
1. Population Growth
The most important factor common to India is population growth. The total urban population of India
burgeoned over the past three decades, rising from 109 million in 1971 to 160 million in 1981 (C47%),
217 million in 1991 (C36%), and 285 million in 2001 (C31%) (Office of the Registrar General of India).
Urban population of India is growing at an average rate of around 3 percent per annum (Figure 1).
Assuming a decadal increase of around 37%, Indias urban population is expected to be around 540
million during 2021. In terms of percentage of total population, the urban population has gone up from
17% in 1951 to 29% in 2001 and is expected to increase up to around 37% by the year 2021 (Figure 2).
Consequently, the number and size of cities have also increased considerably.

Figure 1: Population of India

Figure 2: Share of Urban Population in India

During the 1990s, 68 million people joined the ranks of urban dwellers which implies a slower decadal
growth of 31 percent when compared to the growth of 36 percent during the 1980s. Although
urbanization has slowed down in India during the 1990s, the number of metropolitan cities those with a
million plus population has increased over this period. From 23 in 1991, the number of metropolitan
cities rose to 35 according to the Census of India, 2001. The trends indicate the continued urbanization
and metropolitaniztion in the years to come.
2. Vehicular Growth and Modal Split
During the year 2000, more than 6.2 million vehicles were plying in mega cities (Mumbai, Delhi,
Kolkata, and Chennai) alone, which constitute more than 12.7 percent of all motor vehicles in the country
(Table 1). Delhi, which contains 1.4 percent of the Indian population, accounts for nearly 7 percent of all
motor vehicles in India.
Table 1:

Total Number of Registered

thousands)
Metropolitan
1995
1996
Cities
Pune
358
412
Mumbai
667
724
Kolkata
561
588
Hyderabad
557
764
Chennai
768
812
Bangalore
796
900
Ahmedabad
510
572
Source: Motor Transport Statistics of India

Motor Vehicles in selected Metropolitan Cities of India (in

1997

1998

1999

2000

468
797
588
769
890
972
631

527
860
664
887
975
1130
686

568
911
Not Ava.
951
1056
1332
739

593
970
Not Ava.
Not Ava.
1150
1550
799

There are no reliable time -trend data on modal split distributions, but the statistics on vehicle fleet sizes in
Figure 3 shows the extremely rapid growth of motorcycle ownership, and private car ownership. This has
resulted in increasingly congested roadways that slow down buses, increase bus operating costs, and
further discourage public transport use. In figure others includes tractors, trailers, motorized threewheelers (passenger vehicles) such as auto rickshaws etc.

Figure 3: Growth of Indias motor vehicle fleet by type of vehicle

Source: Ministry of Road Transport and Highways

3. Limited Road Network
Road transport is the dominant mode of transport in the country, and plays a big role in trade and tourism.
The road network is a patchwork reflecting the cities development along national roads and railways, well
before the advent of individual motor vehicles. The network between the high-density corridors is poorly
developed, since in -fill construction has often been done illegally. While demand for road transport has
increased rapidly, infrastructure has not kept pace leading to serious network deficiencies. Inefficient
systems of construction coupled with poor maintenance have resulted in poor road infrastructure. The
situation is further exacerbated by unimaginative design of roads that do not allow segregation of vehicles
traveling at vastly different speeds. Mobility is thus restricted to the speed of the slowest vehicle.
4. Traffic injuries and fatalities
Traffic crashes in Indian cities pose a severe public health problem, resulting each year in about 80,000
deaths, 1.2 million serious injuries (requiring hospital visits), and 5.6 million minor injuries. A large
number of deaths in the country are due to road accidents. The heterogeneity and magnitude of vehicle
population, the unpredictability of human behavior, poor road geometry, deficiencies in vehicle and road
design, and economic constraints are some of the factors leading to road accidents. As shown in Table 2,
the number of traffic fatalities has increased more than 5-fold since 1971. Even controlling for population
growth in India, the traffic fatality rate per million inhabitants has tripled over the past three decades, so
that the average Indian is now over three times as likely to be killed in a traffic accident.
Fatalities, in particular, increase with rising motor vehicle use, since the likelihood of fatal injuries
increases sharply with speed. Aside from the increase in motor vehicle ownership and use, several other
factors contribute to the safety problem:
inadequate road supply and quality, often unpaved and in bad repair;
unsafe driving behaviorwhich results from virtually non-existent driver training, extremely lax
licensing procedures, and lack of traffic law enforcement;
unsafe vehicles;
inadequate or non-existent traffic signals and signage and lack of traffic management;

forced sharing of narrow, crowded rights of way by both motorized, non-motorized vehicles,
pedestrians, animals, and street vendors;
overcrowding of buses, auto-rickshaws, and even motorcycles.
Table 2: Number of vehicles, population and road traffic fatalities in India

Source: Ministry of Road Transport and Highways (2003).

4. Lack of Parking Place
Daily trips made by personalized modes require parking spaces at both ends of the trip. There is a huge
gap in the demand and supply of parking spaces which leads to spill over of parking on the road. There is
lack of proper planning and management of parking facilities. Inadequate and inefficient public transport
systems lead to greater use of private modes of transport. A car is parked for 90 to 95% of time at
residence or place of work. Land resources in the metropolitan cities are limited and scarce, while the
increase in parking demand is high. Inadequate parking adds to congestion and delays on major arterial
roads.
5. Traffic Congestion
Traffic congestion is probably the most visible, most pervasive, and most immediate transport problem
plaguing Indias metropolitan cities on a daily basis. It affects all modes of transportation and all
socioeconomic groups. Most estimates as well as anecdotal impressions suggest rapidly worsening
congestion. For example, average roadway speeds for motor vehicles in Mumbai fell by half from 1962 to
1993, from 38 km/h to only 1520 km/h. In Delhi, the average vehicular speed fell from 2027 km/h in
1997 to only 15 km/h in 2002. Moreover, the periods of peak congestion in Delhi now last 5 hours from
8:30 to 10:30 in the morning and from 4:30 to 7:30 in the evening. In Chennai, average speed is 13 km/h,
and in Kolkata it ranges from 10 to 15 km/h overall but falls to only 7 km/h in the center (Times of India,
2003). Traffic congestion is frustrating and time consuming for travelers. With most Indian metropolitan
cities sprawling outward to the periphery, average trip distances have been increasing. Combined with the
slower travel speeds, suburban sprawl has greatly increased average travel time, which now amounts to 2
or 3 hrs a day for the trip to and from work. The stop-and-go traffic flow caused by congestion also
wastes energy and increases pollution. Congestion within vehicles unquestionably impairs safety, with
some passengers falling off overcrowded vehicles, since many are forced to ride on the roofs or hang onto
the sides of vehicles that often have no shutters for the doors and windows. Perhaps the most obvious

cause of congestion is the rapid increase in travel demand, especially of motorized travel, compared to the
very slow growth in transport infrastructure.
6. Pollution
Noise, air, and water pollution are all serious problems in Indian cities, and transport sources contribute to
all three kinds. The most comprehensive statistics are shown in Table 3 for air pollution. Most prominent
among them is the high level of air pollution caused by motor vehicles. Suspended Particulate Matter
(SPM) levels in the six major metropolises is well above the National Ambient Air Quality Standards.
Nitrogen oxides and Sulphur dioxide are currently within limits but could cross acceptable levels unless
kept under control.
Table 3: Air Pollution in Indian cities
SO 2 (gm/cu.m)
NO 2 (gm/cu.m)
1993
1998 2003 1993
1998 2003
13.70
15.60 12.20 30.10
35.10 43.30
65.10
47.20 18.0
62.00
39.70 75.50
49.50
15.90 7.70
32.30
14.70 18.70
41.60 10.80 28.40 44.90
7.30
7.60
9.70
11.00
22.10 19.50
60
60

City
Delhi
Kolkata
Mumbai
Bangalore
Hyderabad
National
Ambient Air
quality Std
Source: Central Pollution Control Board (http://www.cpcb.nic.in)

SPM (gm/cu.m)
1993
1998
362
342
507
283
475
211
239
156
152
140

2003
315
244
219
198
139

In Figure 4, levels of air pollution concentrations are highest for suspended particulate matter (SPM) and
respirable suspended particulate matter (RSPM), which exceed World Health Organization air quality
standards, as well as offic ial Indian government standards, for all of the cities shown (Ministry of
Petroleum and Natural Gas, 2002). Indeed, for Indias three largest cities, SPM and RSPM levels are three
to four times higher than the WHOs maximum acceptable levels, and among the highest in the world,
indicating a very severe health hazard (World Health Organization, 2000). While levels of CO, NOx, and
Sox are generally considered moderate to low in most Indian cities, ozone levels have been increasing in
virtually all Indian cities, causing a range of respiratory illnesses and irritation.
Figure 4 Air Pollution Levels in Indian Cities Source: Ministry of Petroleum and Natural Gas, 2002

7. Need for an Urban Transport Policy

Urban transportation is the single most important component instrumental in shaping urban development
and urban living. While urban areas may be viewed as engines of growth, urban transport is, figuratively
and literally, the wheel of that engine. In fact, the efficiency of cities greatly depends on the development
of transport systems, as urban transport is a catalyst for overall development. However, the cities in India
suffer from the absence of a cogent urban transport policy. Urban transportation problems in India are
manifest in the form of congestion, delay, accidents, energy wastage, and pollution. The need of the hour
is therefore a sound urban transport policy. The major thrust of such an urban transport policy should
include integrated planning, an optimum share between public and private modes, the choice of relevant
technology for public transport systems, optimal use and management of available resources,
restructuring of monetary and fiscal policy to encourage and promote public transport, and establishment
of institutional arrangements, at all levels of governance, particularly at the city level, for planning,
development, operation, management, and coordination of urban transport systems.
8. Institutions
India has more fragmented institutional network for urban transport like Bangalore Metropolitan
Transport Corporation (BMTC), Chennai Metropolitan Transport Corporation (CMTC), Delhi Transport
Corporation (DTC) etc. Chennai Metropolitan Transport Corporation (CMTC) was created in 1972, under
Companies Act of 1956, in a wave of nationalization of the then private operators, whose performance
had become unacceptable. It is owned by the State of Tamil Nadu. CMTC operates conventional,
scheduled bus services, with a staff of about 18,000 and a fleet of about 2,780 buses in peak services.
Bangalore has a more fragmented institutional network like Bangalore Municipal Corporation (BMC),
Bangalore City Traffic Police, and Bangalore Development Authority (BDA) for urban transport. The
DTC provides 10% of the total public transport in Delhi. It has about 800 buses plying on interstate routes
and 2,200 CNG buses for city operations. The repair and maintenance wing has two central workshops.
But there is a pressing need to strengthen institutions in the transport sector. Often the institutions
responsible for urban transport generally lack the executive, financial, and technical skills to cope with
existing situations, let alone emerging transport problems. Central government should provide training
and technical assistance to local governments to prepare and implement sound policies and programs.
Vast improvements are needed in Indias public transport systems, but the necessary funding is not
available. Most buses and trains in Indian cities are old and poorly designed, inadequately maintained,
dangerously overcrowded, undependable, and slow.
Transportation demands in urban areas continue to increase rapidly as a result of both population growth
and changes in travel patterns. In the era of environment concerns and limited space available in cities,
transport planners have to provide a system, which can ensure safe and clean mobility. This requires
planning a system, which is affordable, reliable and efficient from the user as well as operators
perspectives. A road based Bus Rapid Transit system (BRTS) offers an opportunity for creating a system
capable of meeting multiple needs of users and operators. Bus Rapid Transit (BRT) takes part of its name
from "Rapid Transit", which describes a high-capacity transport system with its own right-of-way,
implemented using buses through infrastructural and scheduling improvements, to provide a high level of
service. Bus rapid transit (BRT) is a flexible, high performance rapid transit mode that combines
facilities, equipment, service and intelligent transportation system (ITS) elements into a permanently
integrated system with a quality image and unique identity.
Bus Rapid Transit System (BRTS)
BRTS is a flexible mode that integrates capital and operational improvements to create a faster, higherquality mode of travel than conventional bus service. It is a permanently integrated system of facilities,
services, and amenities that collectively improve the speed, reliability, and identity of bus transit. Figure 5
shows some characteristics of BRT system as running in developed Countries. In many respects, BRT is

rubber-tired light rail transit (LRT), but with greater operating flexibility and potentially lower capital and
operating costs.

Figure 5: Some Characteristic s of BRTS

BRT is an appropriate choice for many corridors because it:
1.
Protects rights-of-way
2.
Utilizes existing resources
3.
Acts as a pathfinder
4.
Garners political/community support
5.
Cost effective means of transportation
6.
Reliably operate at high speed
7.
Integrated into urban environment.
Protects Rights-Of-Way: The rate of growth in travel demand is exceeding the rate at which road space
can be made available. Facilities designed to accommodate 20 to 30
years of traffic growth are reaching saturation well before their time. Within the confines of the existing
right-of-way, it is difficult for transit to provide any improvement, as transit vehicles are subject to the
same traffic conditions as other modes. The only solution is to retrofit exclusive transit facilities, which
requires the commandeering of existing travel lanes or the acquisition of additional rights-of-way.
Utilizes Existing Resources: To maintain stability within the transit operating authority, it is important to
utilize available resources to their full extent and build on the strengths of the organization rather than
disregard present structures and introduce an all-new
system. The BRT system, therefore, allows the operating authority to consume the
assets (i.e., get the most use out of them) while positioning itself for more
advanced modes/operating systems.

Acting as a Pathfinder: BRT systems, allow operators to validate passenger demand for a higher level of
service, thus reducing the risk of service failure. BRT provides an opportunity to partly replicate service
and operational characteristics of
a higher mode. If prerequisite thresholds of demand for the higher mode are
developed, then its introduction will be better assured of success.
Garnering Political/Community Support: BRT provides the opportunity to develop a high-quality mass
transit system in a stepwise, incremental manner. Lower-cost investments can be made in the system
accordingly. Time should be allowed for the benefits of the improvement to accrue and rider ship to
respond. From a community standpoint, this is a fiscally responsible approach. The BRT system is seen
as a logical step forwardby enhancing what is already in existence, without overextending the financial
means of the community.
Seeing the benefits of BRT, the BRT system should be developed with following features:
1. Bus specifications
BRT vehicles should be designed to meet the functional requirements of the BRT systems. The BRT
system should endeavor to develop a unique identity whereby the look of its vehicles supports the overall
image of the operation.
To assist the mobility impaired
- Carefully consider platform connection (bus-mounted bridge: yes or no?)
- Space with fastening device for at least one wheelchair per bus
- Lifts where there is no level boarding (i.e. feeder buses)
- Signs reserving seats for pregnant women, the elderly and infirm
To assist the sight impaired
- Contrasting color schemes for stanchions, holding bars, doors
- Consider public address system to announce next station
- Specify good inside lighting
To assist the hearing impaired
- Specify lit signs to indicate next station
- Coordinate physical and operational planning of BRT
Bus entrances and interior design
Mixed (trunk and local services)
High-floor conventional - Sao Paulo
Low-floor manual ramps in Santiago
High (left door) and step-down (right door)
Color coded buses and stations
Feeder bus entrances
Minimize vertical distance
Handrail to ease exiting
Retractable step (or kneeler feature)
No turnstiles ins ide bus
Multiple door boarding and alighting
Interior bus design
Non-skid flooring
Priority seating

Wheelchair securement
Higher capacity bus
Stop request signals
Stanchions in contrasting colors
Public Space
Sidewalks and Paths
Intersections and Crossings
Signalization
Pedestrian Grade Separations
Pedestrian Access Roads
2. Feeder line deployment and wheelchair access
Accessible feeder buses on one route at a time
Low-floor buses
Wheelchair assistance
Personal assistance
Wayside platforms
3. Trunk Line Stations
Gentle ramps to stations
Station entrances and exits
Good lighting
Station Assistants
Uniform station design
Seats and Supports
Sliding Doors
Visual Elements
Audible Elements
Tactile Ele ments
Features at Terminals
Added Information
Elevators in exceptional situations
4. The platform-bus gap
With bus-mounted bridges
Additional cost: $3,000 per bus (Quito)
Additional time for automatic deployment of bridge: 5 sec. per station (Quito)
Without bus-mounted bridges
Examples: BRTS in Colombia, Mexico
Maximum permissible gap: 10 cm
Careful bus docking at stations
Front-door entry for wheelchairs
Importance of station assistants
5. Access to feeder line bus stops
Prioritizing selected bus stops
Designate formal stops Bogot
Identify stops with highest passenger volumes
Select those that have accessible links with neighborhood
Bus stop access features

 Paved platform New Delhi

Shelter where possible
Seats or ischiatic supports
Good lighting
6. Signage and announcements
Outside bus
Large bus route and destinations signs
Signs in front and at entrance doors
Contrasting colors and illumination at night
Announcements of bus destination
Inside bus
Readable maps of system or route
Electronic visual displays of next stop
Audible announcements of next stop
Audible warnings of door opening/closing
Signs and color schemes to identify priority seating
7. Public Participation
Focus Groups
6-12 participants
Persons with physical, sensory and cognitive impairments
Also: Pregnant women, seniors
See: TRL Overseas Road Note 21
Create Advisory Committee
Meet periodically with Government planners
Ensure that inclusive transport is put on the agenda
Prioritize actions
Avoid costly mistakes
Monitor results
8. Fare Collection
Single flat fare
Fare cards
Fare card vending sites
Fare cards for passengers with special needs
At least one turnstile appropriate for wheelchairs
Off vehicle fare payment
Pre paid fare
9. Public information and training System information
Route and system maps
Tariff structure and special fares
Accessible service center
Accessible website (example: Santiago)
10. Operation of buses
simple route structure,
frequent service at all times of day,

 headway-based as opposed to time -point schedules,

less frequent stops,
exclusive lanes,
Direct routing
Simple, easy-to-understand route structures with termini at major generators.
Special training module for bus drivers, raising their awareness of the constraints faced by disabled
passengers
Keep buses clean and well-lit
Service concessions must specify criteria of driving behavior (acceleration, breaking, curves)
Simple route structure
11. Planning
feeder bus network, and
coordinated land-use planning.
Priority at intersections
Queue jumpers and other transit priority measures at intersections can reduce transit travel time.
Signal priority
BRT buses would receive preferential treatment at signalized intersections to reduce travel time.
Limited stations
Station spacing is lengthened to reduce travel time.
Improved passenger boarding facilities
BRT stations should have permanence and substance. Stations should also be integrated into
commercial developments and neighborhoods wherever possible.
Coordination with land-use planning
BRT system design and land-use planning should be coordinated to provide high-quality transit
service in proximity of high-intensity land uses.
Level boarding
Designing the passenger boarding area at the same height as the bus reduces dwell time at
stations and provides easy access for all users.
12. Public education
Teach passengers to be considerate
Explain needs of persons with disabilities
13. Considerations for inclusive BRT design
Investment and operating costs
must be kept low
extra infrastructure costs paid by ( financially constrained) Government
extra bus costs are ultimately paid by ( generally poor) passengers
Many aspects of inclusiv e design do not cost more
Color schemes of stops and buses
Clear signage
Space for wheelchair passage
Often: ramps instead of steps
Many are important for safety, security and image
At stops and terminals: illumination, benches, cleanliness, assistants
In bus: illumination, driving manner, seats for infirm (considerate behavior)
Walking to bus stop: raised crosswalks, sidewalk ramps, illumination
Improved enforcement reduces crime and sense of vulnerability

Conclusion
As the population continues to grow , the demand for motorized vehicles will increase as well. The
increasing number of vehicles on the road will emit thousands of tons of pollutants into the atmosphere
each year, affecting not only the city, but the entire globe. India has implemented numerous policies
regarding vehicular emissions, but these have had little, if any, affect on the quality of the air. This
requires planning a system, which is affordable, reliable and efficient from the user as well as operators
perspectives. A Bus Rapid Transit System offers an opportunity for creating a system capable of meeting
multiple needs of users and operators which combines facilities, equipment, service and intelligent
transportation system (ITS) elements into a permanently integrated system with a quality image and
unique identity.
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