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Old August 30th, 2009, 10:40 AM   #1
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AHMEDABAD | Public Transport

was surprised no one made a thread for this ..
or has ne1 ,, ??
cudnt find ne ..
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Old August 30th, 2009, 10:47 AM   #2
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cross posting from the indian forum/ by ramkan



Ahmedabad takes the bus
While other cities in India are planning new Metro systems to address their transport woes, Ahmedabad has thrown its weight behind Bus Rapid Transit instead. And given the may advantages this enjoys over rail - cost, potential, flexibility - it may prove to be the wiser choice, writes Madhav Pai.

17 May 2006 - With crumbling transport infrastructure in many of our cities, various solutions to tackle this are being proposed around the country, and huge investments are in the pipeline. Interestingly, while the attention of nearly every other metropolitan area seems fixed on rail-based systems (Metros) as the solution, Ahmedabad has taken a different route, placing its faith in bus rapid transport. The merit of this alternative is worth examining, as in the coming years many other cities will travel down the congested paths that the major metropolitan areas already find themselves in.

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. Complicated as it sounds, this is nothing but high-capacity articulated buses operating in lanes reserved for their exclusive use.

Segregation - the first step

Would dedicated lanes for buses mean sub-optimal use of already over-capacity roadways? No. Segregation by vehicle type or travel mode is the key to improving traffic flow. Flow theorists studying transport always emphasize homogeneity. On a typical arterial road, buses account for about 10% of the total traffic, but can occupy twice that percentage of road space in terms of area. Given that there is a bus stop every 1.5 to 2 kilometres, imagine the road space consumed by the least manoeuvrable traffic, that is additionally changing lanes back and forth regularly. To add to the problem, buses typically stop 5-7 feet away from the kerb in many locations; this space around the bus stop is anyway eliminated from use due the overflow of passengers waiting at the bus station. In a BRT system the median and the inner most lane or the left most lane can be dedicated to the bus. In case of median lanes bus stops or stations can be built in the median to further improve the flow. Passengers are allowed to cross at the nearest signal or intersections.

A bust stop in Curitiba, Brazil, home to one of the most successful BRT systems in the world.


(Picture source: Wikipedia)

It might seem criminal to eliminate one lane of traffic for buses. However, experiences from around the globe, contrary to expectation, tell us that in fact BRT systems have improved traffic flow in the non-BRT lanes too. The segregation of traffic is one of the big reasons for this. A well implemented efficiently-run BRTS will also cause citizens to switch travel modes from car to bus, which will further alleviate the traffic situation.

Planning road volume

sIn India, roads are often designed to take a particular number of users, say 30,000 persons per hour per direction. But the demand for use of any one road tells us only part of the story; looking at corridor volumes using a travel demand model is a flawed approach. It is like designing for 30,000 people to travel from A and B, not from their home to work or education institution and vice versa. Travel Demand does not work like that, it exists between origins and destinations, not along point A and point B on an arterial. Hence a service which delivers passengers from their desired origins to their desired destinations should be concieved while designing roadways.

At the same time existing BRTS, like the Trans Millenio in the Colombian capital Bogota, claim to carry 40,000 passengers per hour per direction. A certain degree of infrastructural and design innovation is required to achieve this goal, but it has been proved possible. A single dedicated lane BRTS is known to carry 20,000 passengers per hour per direction. A second lane at bus stops for overtaking has shown to double the system capacity.

And at what cost?

If dedicated bus lanes are so efficient, should we be choosing these instead of Metros for the big cities? Is a 30-km Metro really better than a 500-km BRTS? A comparison between the Delhi Metro and Ahmedabad's BRT project is instructive.
Experiences from around the globe tell us that BRT systems have improved traffic flow in the non-BRT lanes too.

The first phase of the Delhi metro is 64 kms. The capital cost of Phase I was estimated as Rs.6000 crores at Apr 1996 price levels. However, taking into account the cost escalation during the construction period of nearly eight years, the completion cost was Rs.10,571 crores. That's a whopping Rs.165 crores per km. The Bangalore metro project, which recently got off the ground, will be similar in cost; its projected cost of Rs.6500 crores at today's price levels works out to Rs.178 crores per km, even without accounting for the cost escalation. Almost certainly, the completed cost will be higher.

The Ahmedabad BRT project comprises of creating a 150-km long two-way corridor for swanky 70-seat buses; existing circular roads and some arterial roads will be widened for these to ply, and encroachments from certain portions will be removed. The first tender issued is for the 10-km stretch of road between Naroda and Thakkar Bapanagar in phase-I, at a cost of Rs 75-crore, to be completed in 18-24 months after the bid is finalised. That's a mere 7.5 crores a km, a tenth of the costs for a Metro. A second tender will be issued for another 8-km Naroda-Chiloda stretch next month, also as part of phase-I.

Higher costs for Metros may be acceptable, if they are accompanied by substantially higher benefits to the transport infrastructure's current woes. But look at how Delhi's Metro is functioning. The expected ridership in 2005 was 15 lakh passenger trips per day. Today, after more than a year of being in service, the system actually gets about 4.5 lakh passengers a day. It is very easy to blame the travel demand forecasting model for incorrectly forecasting ridership. How can these be so different? One explanation is the lack of connectivity at ends of the metro lines. This is very similar to the 'A to B' example cited above.

Flexibility - another reason for BRTS
An important advantage of BRTS is its flexibility. Like in Ahmedabad, the system can first be implemented over a 10 km stretch. This first-phase system should be in operation in less than 2 years. This approach lends itself to incremental learning of the problem, and eliminating mistakes as the development proceeds. The relatively low implementation costs also don't leave taxpayers tied to one particular technology or solution. And at the operational level, design changes in response to new concerns are also relatively simple to make even after the system is under operation. A fixed-line Metro at high cost offers none of this flexibility.

A number of other advantages too can accrue from BRTS, but these greatly depend upon design, as well as adaptation of design to local conditions and implementation. Even without those, however, it is quite likely that bus rapid transit is the more profitable solution for many cities. It is very encouraging though to see Ahmedabad make the bold decision to go with BRTS, against the conventional wisdom that favours Metros. As many as 35 cities in the world have successful BRTS, including five in China, besides North and Latin America and Europe. One successful implementation in Ahmedabad could lead to a windfall of equitable, sustainable, affordable and environment-friendly BRTS projects across the country. ⊕

Madhav Pai
17 May 2006
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Last edited by numb.soul; August 30th, 2009 at 10:53 AM.
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Old August 30th, 2009, 10:52 AM   #3
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Old August 30th, 2009, 11:16 AM   #4
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by indiansunite in indian forum





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Old August 30th, 2009, 11:20 AM   #5
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by bhopalus on indian forum





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Old August 30th, 2009, 11:23 AM   #6
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cross posting from the indian forum/ by IU

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Old August 30th, 2009, 11:44 AM   #7
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cross posting from the indian forum





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Old August 30th, 2009, 11:57 AM   #8
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buses for ahemdabad BRTS

cross posting from indian forum













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Old August 30th, 2009, 11:58 AM   #9
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100 AMTS Buses Propsed to Link BRTS Network

With Bus Rapid Transit System (BRTS) all set to roll in May, Ahmedabad Municipal Transport Service (AMTS) budget for the year 2009-10
proposes to have 100 buses to feed this service.


Presenting Rs 253.93 crore budget, AMTS chairman Pravin Patel said, on Thursday, that BRTS will supplement AMTS. He said that at least five per cent of the routes will be changed so that they do not move along BRTS route. Routes will be changed in a way that they do not take traffic along the BRTS route. He said that 100 buses will be given to AMTS by AMC from Jawaharlal Nehru National Urban Renewal Mission (JnNURM).
Further, he said that computerization of depots and AMTS office will be given priority. Apart from these, buses will have GPRS facilities and depots will have a radio frequency device to monitor and keep a check on the buses running late or over speeding.

Also, newly-merged areas of AMC will have 569 bus stands with shelter. AMC is expecting an additional income of Rs 1.82 crore. He said, at present, the number of passengers using AMTS was around 9 lakh and 829 AMTS buses were on road. He further said that there will be tree plantation at all depots of AMTS to make them greener. Depots will also have a public utility block for passengers. Moreover, AMC will not only increase its strength of vigilance squad for checking ticket-less travellers, but will also have a queue squad to facilitate passengers to get into the bus forming a queue.
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Old August 30th, 2009, 12:07 PM   #10
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Old August 30th, 2009, 12:08 PM   #11
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Old August 30th, 2009, 12:11 PM   #12
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Old August 30th, 2009, 12:14 PM   #13
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its photo-shopped .. but d place was uc 2 that time .. ~!!
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Old August 30th, 2009, 12:17 PM   #14
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Old August 30th, 2009, 12:21 PM   #15
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Old July 25th, 2011, 06:51 PM   #16
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I suppose 2yrs or so means its time for a few updates

Nice showcase video about Ahmedabad public transport and in particular, the Janmarg BRTS

BRTS portion begins at 2mins25




Ahmedabads BRTS wins Sustainable Transport Award 2010 in Washington DC

Quote:
The Ahmedabad Janmarg Bus Rapid Transit System (BRTS) has been hailed as the best mass transit system in the country. On Tuesday, it beat four of the world’s prominent cities in Washington DC to be judged the world’s finest when it bagged the international transport honour - the 2010 Sustainable Transport Award - and proved right the boast made by chief minister Narendra Modi and municipal commissioner IP Gautam that it was a vehicle ‘to move people and not traffic.’ IP Gautam and standing committee chairman Asit Vora received the award from former mayor of Bogota and current president of the Institute of Transportation and Development Policy (ITDP), Enrique Penalosa.

Chief planner of the project CEPT associate director Shivanand Swamy, also attended the event. Interestingly, Bogota developed the first BRTS, which was the brainchild of Penalosa. A’bad Janmarg BRTS is modeled after the Bogota BRTS. In a talk with DNA, Penalosa had said recently that the A’bad BRTS has the potential to set an example for other Indian cities.

“Most important thing is that the project is in the right direction. This is the first BRT project in India. It has the potential to become an example for other India cities,” Penalosa had said.

“The BRT is not only about creating bus infrastructure, but also about enhancing the quality of commutingwith dedicated bus lanes, cycle tracks, pedestrian facilities, personalised vehicles and optimum parking,” said Gautam.

The first 12.5km of the Ahmedabad Janmarg BRTS - from RTO to Chandranagar - was inaugurated on October 14 and received overwhelming response. Initially, BRTS ferried around 24,000 passengers with an average income of Rs1.20 lakh a day. After the extension of the BRTS in the 17 kms stretch from RTO to Pushpkunj, the swift model of transport is carrying around 30,000 passengers a day.
The other BRTS systems nominated were from Johannesburg (South Africa), Curitiba (Brazil), Cali (Colombia) and Guadalajara (Mexico)
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Old July 25th, 2011, 06:52 PM   #17
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Found this Photographic Tour of Ahmedabad Janmarg System originally posted on this blog which has larger size photos available and some good analysis of factors that have helped it flourish in Ahmedabad, anyone interested should check it out!

I believe these are the first pics on SSCI of the Kankaria extension of the Janmarg network


cc Prajna Rao


Quote:
BRT Terminal at Kankaria


Open, Airy Interiors at Kankaria


Memnagar Bus Stop between split flyover


At-Grade Crossing


Off Board Ticketing


Information Boards


Public Space Extensions

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Old July 25th, 2011, 06:54 PM   #18
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Originally posted by zidlakan in Ahmedabad BRTS thread, shows the docking system for Janmarg

Quote:
Originally Posted by zidlakan View Post







me and Sudhir Gota, Transport Specialist of Clean Air Initiative for Asian Cities
(CAI-Asia) Center
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Old July 25th, 2011, 06:55 PM   #19
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originally posted by pbengani in Ahmedabad BRTS thread

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Originally Posted by pbengani View Post
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Old July 25th, 2011, 06:58 PM   #20
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For more pics please see Ahmedabad BRTS Photo Gallery

For more info please see Ahmedabad BRTS Thread @ SSCIndia

Cheers
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