BRTS in MumbaiPawan K Mulukutla, Project Manager, Integrated Urban Transport, EMBARQ India
Significant increase in population in the western and central suburbs
Population Growth (1971 – 2001)
Mode Share by Number of trips- Excluding Walk Trips
Train Bus Taxi/Rikshaw Two Wheeler Car0%
10%
20%
30%
40%
50%
60%52%
26%
9% 8% 5%
Vehicle Distribution in Mumbai
Two Wheelers; 55.7%Four Wheelers; 30.6%
Auto Rick-
shaws; 5.5%
Buses; 0.5%
Trucks; 3.9% Others; 3.8%
Two Wheelers
Four Wheelers
Auto Rickshaws
Buses
Trucks
Others
A complex city like Mumbai needs sustainable transport initiatives that are frequent, reliable and allows flexibility
Improve connectivity and mobility, in areas of substantial population growth and further
Optimize the use of existing space through increase in capacity and capability
Strengthen Existing Institutions
Can be implemented within a short time period
Complement and support other mass transport initiatives
Why BRTS in Mumbai ?
Vicious Circle
Longer Cycle Times
Lower Frequency
Lower Public Transport Demand
Increased Private Vehicle
Increased Congestion
Reduced
Revenue
Customer Dissatisfacti
on
Bus service is not reliable
Frequent breakdown of the buses
Spending 2-3 hours total on traffic everyday
Even after paying so heavily, if one would continue to get a
poor quality service
Passenger Survey - May 2012
Source: Press-Office of City, Munster, Germany
Bus Ridership in Mumbai
38
40
42
44
46
48
46
41 41
43
44
45
41 41
42
Passengers /day (Lakhs)
1999 2000 2001 2002 2003 2004 2005 2006 2007
Source: BEST Working Paper, TCS
What can a BRTS do for Mumbai ?
Cut down Cycle Times
+Better Service
Customer Satisfaction
Increased Ridership
Reduced Private Vehicle
Reduced Congestion
Increased
Revenue
BRTS
Proposed BRTS Network
Line 1: WEH - 24kmLine 2: JVLR - 11kmLine 3: EEH - 23kmLine 4: SCLR - 7kmLine 5: CMLR - 4kmLine 6: LBS - 22kmLine 7: Ghodbunder - 20kmLine 8: Bandra – Sion - 3km
114 km Overall Network
Data analysis at WEH
Proposed WEH BRTS Network
Line 1: WEH – 24 km
116 km Overall Network
DAHISAR
KALANAGAR
Existing Scenario• 51 Routes• 538 Buses• Long
distance routes
• Very high cycle times
• Average speeds 8-12 kmph during peaks
Where do people travel ?
WEH
Outside
0%5%
10%15%20%25%30%35%40%45%50%
WEH
Outside
48%
26%
20%
7%
WEH
Outside
0%10%20%30%40%
WEH
Outside
40%
30%
10%
20%
WEH
Outside
0%
20%
40%
WEHOutside
40%
30%
20%
10%
BEST PassengersAuto Users
2W Users
How do people travel ?Cars; 16%
Autos; 11%
Two wheel
ers; 10%
BEST buses; 52%
Others; 11%
Cars; 32%
Autos; 21%
Two wheelers; 21%
BEST buses;
2%
Others; 25%
Distribution by Commuters
Distribution by Vehicles
we need an integrated network
Large Stations along the medians
Articulated Buses – high capacity
Passing Lane
Prepayment for tickets
Level Boarding - Low Floor/High Floor
BRTS Components for 21,000 pphpd
Quality
The BRTS will be distinguished for its excellence in infrastructure, stations, vehicles, technologies and operations, providing a competitive alternative to motor vehicles
Integration
The BRTS will be integrated with other transport modes, particularly walking, biking, the metro, the regional rail and other bus services AND with the developments around it
Sustainability
The BRTS will reduce harmful emissions, provide improved service for all road users, and will be cost effective
Safety
The BRTS will enhance traffic safety for all road users, specially the most vulnerable
BRTS Suggested Design Principles
how will these services be operated ?
DAHISAR
KALANAGAR
Bus Priority on WEH
DAHISAR
KALANAGAR
Trunk-Feeder System
DAHISAR
KALANAGAR
BKC
SEEPZ
Bus Priority on WEH with few Feeder Systems
Great Potential (High Ridership of Buses + Autos + Motorcycles)- 21,000 pphpd
Western Express Highway is part of larger system providing north-south as well as east-west connectivity
Passenger opinion survey emphasized on reliability and need for reduced travel times
Findings and Recommendations
Traffic Impact Analysis on non-BRTS lanes
Weaving Analysis for buses to slip in and out of BRTS lanes
Impact Analysis - Travel times (in-vehicle travel time, waiting and transferring)
Aggregated economic value of travel time
Work in Progress
Detailed analysis of the options best suited to the demand
Defining the Operation Plan
Drafting the Concept design
Our present efforts are put towards