4. It would take Chennai city
more than 100 years to
have a road infrastructure
like that of Houston,
Atlanta or Seattle.
Yet, in those cities
time lost in traffic jams
increases every year.
More roads are not the solution
5. It does not matter
what is done,
expanding roads or
building flyover,
traffic jams will
become worse;
…unless a radically
new model is adopted.
Traffic Jams are unavoidable
6. We cannot design an urban transport
system unless we know what kind of a
city we want.
Do we want a city for CARS?
…or a city for its PEOPLE?
8. Not just for those with lower incomes, but for everybody.
The only solution is Public Transport
9. “Think rail, use
buses!”
Bus Rapid Transit can give the
same quality of service as Metro to
a large number of citizens across
the city at relatively low cost.
Chennai should have a few
hundred kilometers of BRT along
with Metro rail & improved MRTS
10. What is Bus Rapid Transit (BRT)?
Bus Rapid Transit is high-quality, customer-orientated transit
that delivers fast, comfortable and low-cost urban mobility.
It is not business as usual.
12. 1. Dedicated central bus lanes
High speed
With no interruptions from
other vehicles, buses move at
high speed. Large number of
buses can move at high speed.
BRT systems manage up to
45000 passengers per hour in
one direction at 25kmph
High safety and low conflict
Central lanes are essential since they
reduce conflict with slow moving
vehicles, turning vehicles and parked
vehicles. Drivers fatigue reduces and
productivity increases.
13. 2. Special buses and stations
Specially designed stations
Bi-directional median stations
Adequately sized
Comfortable & safe
Special buses
High level right side door
Air-conditioned
Articulated for high capacity
Easy boarding & alighting
Elderly, Women & Children
People with special needs
14. Importance of step-less entry-exit
Safety & Convenience
Safety and access for all is a very important
step towards providing high quality mobility.
40% higher speed
Step-less boarding reduces the time
passengers take to get into bus by 80%. This
reduction in time directly translates into
higher system speed of 20%
15% cost savings
When buses run at a higher speed, same
frequency of service can be provided with
fewer buses. This results in a cost saving of 12-
15%
15. 3. Efficient fare collection
Higher system speed
Removing ticketing activity from
inside bus and managing fare
collection at stations allows bus to
move at higher speed
Convenience for passengers
especially when integrated with other
transit modes (single fare media)
Prevents monetary leakage
Point of money collection and fare
validation are different. Fewer places
of money transaction
Automated ridership data
This data can be used for ongoing
route rationalization
16. BRT systems can have high capacity
Increasing BRT capacityWide range of capacity
City (Metro/BRT) Actual capacity
(pax /hour/ dir)
Hong Kong Metro 81,000
Bangkok Skytrain 25,000 – 50,000
Caracas Metro 21,600-32,000
Mexico City Metro 19,500 - 39,300
Delhi Metro 15,000-30,000
Bogotá Transmilenio
BRT
35,000 - 45,000
Guangzhou GZ BRT 27,000
Curitiba BRT 15,000
Quito Ecovia BRT 9,000-15,000
Ahmedabad Janmarg
BRT
5,000-20,000
BRT elements Actual capacity
(pax /hour/ dir)
Simple bus lane 2,000
With step-less entry 4,000
Station fare collection 5,000
Articulated bus 10,000
Overtaking lane at
station with multiple
stops
10,000-25,000
Overtaking lane with
multiple stops and
express services
25,000-45,000
17. 4. Simple routes and information
Simple routes
Simple routes means passengers
better understand the system and
patronage increases
Trunk & Feeder /
Hybrid services
Rationalizing routes and frequencies
results in better utilization of fleet,
higher efficiency, and lower cost
Signage and information
Good signage and access to
information ecourages people to
take public transport
19. Passenger trips/day/bus
Average Bus Speed
Kilometers/day/ bus
Average occupancy (load) / bus
AMTS
850 passengers
18.1 km/hr
190km
24 passengers
BRTS
1800 passengers
24 km/hr (BRT)
240km
42 passengers
Operational efficiency
(Ahmedabad BRT)
% incr.
110%
30%
25%
75%
20. 5. Reliable on-time service
Real-time fleet management
With use of GPS-GPRS modules on
bus and information analysis at
control center, buses can be
controlled
Real-time information
Passengers can get accurate
information on routes and arrival
through electronic means
21. 6. Pedestrian and bicycle access
Local area pedestrian network
Walking is the principal mode of
accessing public transit system. Good
pedestrian/cycling paths in 10min
access zone is essential.
Easy access into BRT stations
Road level crossing to reach BRT
station is quick & convenient
Cycle parking & rental service
Bicycle parking facilities at BRT stations
& terminals as well as short rental
services enhance the usage of BRT
22. 7. Modal integration
Integration of BRT with
other public transit modes
enhances its usage
Metro Rail
MRTS & Suburban Rail
MTC bus services
Auto rickshaw & minibus
Intercity rail & bus services
Integration types
Physical access
Fare collection
System information
24. What BRT is and is not?
BRT is a new way of delivering
service to citizens so it
becomes a mode of choice, not
mode of compulsion. It should
be developed as a full system.
BRT is NOT a checklist of
Making dedicated bus lanes
Procuring low-floor buses
Putting IT modules on buses
Marginal improvement to
existing bus transport.
25. Poor design can lead to problems
Substandard BRT can result in
Slow speed
Low capacity
Poor user perception
Unsafe conditions
Cutting corners in defining
the system only leads to
poor utilization of physical
resources, loss of money
and bad image
26. Gold standard BRT will result in
High capacity mobility
Rapid travel
Safety
User satisfaction
Effective usage of road space
27. Why create BRT?
With growing traffic congestions,
public transit service will
deteriorate.
BRT provides rapid, high quality
service like metro connecting large
parts of the city.
Efficient bus service means lower
cost to operate the system.
BRT is quick to construct and easy to
expand or modify quickly based on
passenger demand.
Transmilenio BRT in Bogota carries more
passengers than 7 lanes of private motorcar traffic
28. Does BRT require large streets? - NO
Solutions exist to make BRT in streets as small as 50ft/15m.
Examples of such systems exist in Colombia, Ecuador, Mexico etc.
BRT is about giving priority to mobility, not private motor vehicles.
Guayaquil, Ecuador Ahmedabad, India Quito, Ecuador
30. MTC in 2010
Primary attention
• Bus operations and maintenance, and large staff issues
seek maximum attention.
• Day to day affairs and fire fighting consumes the energy of
all the staff, including senior management
What it misses out on
• Operations planning, scheduling, monitoring do not get
sufficient attention.
• System quality and efficiency is not measured
• Long term planning and strategic improvement does not
happen
31. MTC going forwards
What it should do itself
• MTC transforms into a public transit management body*
rather than being a bus operator
• MTC plans, manages and monitors operations.
• MTC plans long term strategy and system
expansion/improvement
What it should outsources
• Actual bus operations, including procurement,
maintenance and operations are done by private
operators
• Other services like automated fare collection, fleet
management, system maintenance, security etc are
contracted out and managed by service providers
* It is similar to an UMTA but has some critical differences. MTC need not be a regulatory body. On
the other hand, MTC will manage contracts and monitor daily operations for public transit
operations which UMTA is not expected to do in normal course.
32. Where does one start?
Trying to change it all may backfire.
Create a Special Purpose Unit (SPU) to demonstrate
transformation. SPU is positioned as
• Entirely independent of existing MTC structure
• With a fresh competent professionals recruited for SPU
executive team
• Its CEO is directly answerable to the board comprising of
Transport Secretary, Metro Rail MD, CMDA member secretary
Municipal Affairs Secretary and Municipal Commissioner.
SPU role
• SPU is NOT a bus operator. It functions as a lean, focused unit
• It retains the role of operations planning, business planning,
management and monitoring. It contracts out all services
• To start with, SPU manages all BRT planning & operations
33. Board of Directors
CEO
Planning &
Operations
Administration &
Finance
Planning & Design Operations
Financial management
Contracting & Payments
Human Resource Management
Physical Resource Management
Legal issuesRoute Planning
Infrastructure Design
Business Model
Financial analysis
Long term vision
Communications &
Marketing
Public information strategy
User surveys
Corporate identity
Marketing
Media relations
Scheduling
Fleet Monitoring
Fare Collection
Quality Control
34. Process of BRT implementation
The entire process of implementation can be done in 2-3 years.
Adequate time for initial planning and design can save time in
construction and implementation
39. Proper study of
existing data, road
network and
additional surveys is
essential for corridor
identification,
operations plan,
physical design and
implementation
40. How can ITDP-CCCF help
Institutional structure and business plan
• Restructuring of institution for better system management
• Business model for contracting bus operations & fare collection
Demand analysis and operations planning
• Data analysis and corridor network identification
• Operations plan – Route structure, operations protocol
• IT systems for monitoring and management
• Fleet specification and system interface parameters
Physical design
• Roadway design
• BRT station, terminals and interchange facility design
• Local area street design for pedestrian and cycling connectivity
Identifying sustainable financing and funding
41. Who are ITDP and CCCF
Chennai City Connect
Foundation
is an initiative of city based
industries to support government
institutions in creating a better city
Institute for Transportation
& Development Policy
is an international non-profit agency
that promotes sustainable and
equitable transportation worldwide
Terms of support
• ITDP will bear all costs of its staff and experts it brings
• ITDP will provide support in system design and implementation
• ITDP will help in identification of additional consultants
• ITDP will provide support in training of SPU staff and consultants
• ITDP will not pay for government appointed consultants, surveys, construction or
system implementation
• ITDP needs the commitment of government to implement sustainable transport
systems
Hinweis der Redaktion
New bus designs are transforming how we view buses. These high-quality, buses that resemble rail cars are going into new Bus Rapid Transit systems in North America and Europe. Such designs have generated a new slogan amongst city officials: “Think rail, but use buses”.
