ADANI INSTITUTE OF INFRASTRUCTURE MANGEMENT

Project Report on Benchmarking Janmarg with Transmileno

SUBMITTED TO Dr. Preeta Vyas

SUBMITTED BY Marketing Group 2 Abhishek Shah Kumar Abhishek Mayank Jain Somadipta Das Seshayagreevan

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INDEX Topics 1. History of BRTS 2. Bogota TRANSMELINIO System Performance: 3. Core Services of the BRTS system which turn up as the differentiating Factors: 4. Future Service Expansions of Bogota – TransMilenio System 14 Page No. 3 6 11

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1. History of BRTS The first BRTS, inaugurated in 1974 in Curitiba, Brazil, caught the world’s attention. The city managers boldly demarcated and dedicated bus lanes on roads perceived as a privileged space for cars. These exclusive lanes improved speed and reduced travel time. Well-designed buses turned intra-city travel a pleasure. Intelligent integration of bus network and city planning reduced trip lengths. BRTS in Bogota (TransMilenio) In 18 December, 2000, the city of Bogotá in Colombia improved upon the Curitiba model and launched its own TransMilenio BRTS. Its resounding success silenced the sceptics and reiterated that wise planning does deliver. Cities were enlightened, and more and more of them reinvented their bus transport system. Ahmedabad BRTS (Janmarg) Indian cities, where the usage of private cars still constitutes a small percentage, had a wellworking bus transport in the past. But over the years, they overlooked modernisation and failed to make sufficient investments. Consequently, services quality deteriorated and as of now India offers a meagre 1.29 buses per thousand passengers, while other well-planned countries provide vastly more — Brazil has 10.3 buses per thousand. Seemingly, the government learnt its lessons, and re-thought its approach and announced a new National Urban Transport Policy in 2006, under which cities prioritised public transport and took measures to make it more attractive. It strongly recommended that lanes and corridors be reserved for public transport and non-motorised modes of travel. It is in this context that cities such as Delhi and Ahmedabad chose to implement the BRTS. The BRT Standard is a scoring system The BRT Standard is a scoring system that has been developed by leading bus rapid transit (BRT) experts for the purpose of acknowledging systems that have the characteristics of the world’s best BRTs. It was released in the beginning of 2012 as a way to recognize and encourage higher quality systems. A recent audit of the BRTS across the world by the Institute for Transportation and Development Policy (ITDP) showed that Ahmedabad scored 76 out of 100 points, while Delhi scored only 22 points. The best system in the world — Bogota’s TransMilenio — topped the list with 93 points. Bogota Service System Main Objective TransMilenio’s main objective is to improve the quality of life and productivity in Bogota through a faster, safer, and cheaper but less polluting and more equitable transportation system.

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Current Operations The TransMilenio BRT System has been developed using a Build, Operate and Transfer (BOT) concession strategy and has today seven trunk lines, 1,080 buses with 74 feeder routes and 114 stations in operation. The average number of bus passengers on rush hour is 170,565. Although the system is bus based, its operation is similar to a rail-based system. While some buses stop at all stations, others operate express routes stopping at only a few stations. The combination of express and local buses allows the system to carry up to 45,000 passengers per hour in each direction. Single fare pricing system The ticket price is 900 pesos (approximately U.S.$0.30) and allows the transfer to other buses called “Alimentadores” serving areas the TransMilenio has not yet reached. The system started operating on 18 December 2000, and from that day until 6 January 2001, the service was free for all residents of Bogota. TransMilenio follows a fixed fare pricing system. This means passengers can change from a local to an express bus as well as from one route to another using the same ticket. With this fixed fare, cross subsidizing among passengers occurs. Passengers who travel a short distance subsidize those who travel a longer distance. This seems socially equitable because the poor normally must travel a longer distance from their residence far from the city centre. Intelligent Transportation System (ITS) ITS in Bogota BRTS includes production and distribution of smart cards (each of these systems operates by way of a “smart card,” a modern technological innovation) acquisition and installation of turnstiles and validating systems passenger information money handling. A concession contract was awarded through an open bidding process. The money collected from card sales is deposited in a trust fund, from which the operators are paid according to the rules set forth in the concession contracts. TransMilenio S.A. operates a control centre that supervises the operation of the buses and the number of passengers. Each articulated bus is equipped with a GPS (Global Positioning Satellite) system and a processing unit that reports its location every six seconds. The control centre also receives information from turnstiles that report the number of passengers entering and leaving the system. Supply of buses and service demand are then coordinated, and contingencies managed in real time. Buses TransMilenio has articulated buses. An articulated bus is constructed of two red buses connected in the middle by a flexible tube. The buses are equipped with clean diesel engines that comply with Euro Two environmental standards. Contractual arrangements guarantee that buses are extremely clean, well lighted and are in excellent working condition. Each bus has a capacity of approximately 160 passengers (43 seated and 114standing).
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Articulated buses operate on exclusive bus ways, using one or two lanes in each direction. Passengers board the buses only at stations, having already purchased a ticket upon entering the station or at a store outside. In this way, when the bus arrives and opens its two doors at the same time as the station doors, a 100 passengers can get off and another hundred can get on within seconds. The bus floor is level with that of the station, making entering and exiting the bus a rapid and safe operation, as well as ensuring the buses is fully accessible to the handicapped. Each articulated bus is equipped with a GPS (Global Positioning Satellite) system and a processing unit that reports its location every six seconds.

BRT Stations Stations on the trunk lines are closed facilities, located in the median at an average distance of 500 meters from each other. They have one to three berths and vary from 40 meters to 180 meters in length. The system also includes pedestrian access infrastructure (sidewalks, plazas, overpasses), as well as bus maintenance and parking facilities Janmarg Service System Main Objective The primary objective of the initiative is to make Ahmedabad more accessible in terms of physical, social and economic accessibility. The BRT system plan has been developed keeping the following as guiding principles:  To develop a market for public transport given the low levels of public transit patronage To keep medium and long term perspective To choose technically feasible and implementable options (Road Width, Corridor Length, fewer bottlenecks-junctions, level crossings, flyovers) To minimize environmental and social adverse Issues. Current Operations Janmarg is currently running on 40 km of road and another 45 km, which is under implementation, will be ready by one year. There are some problems for around 4 km of elevated road. It has now a total of 78 buses ,60 buses with Global Positioning System (GPS)-enabled facility, a passenger information system (PIS) and closed bus shelters with electronic ticketing at the bus-stops all catering to an average of 1,40,000 passengers. The total number of bus stations is 67. The city with a population of 5.6 million has 1.45 million vehicles and of these twowheelers accounts 73%. Single fare pricing system Janmarg started in July, 2009 and for the first three months, the Ahmedabad BRTS was run as a free service. People used the service out of curiosity and well because it was free. The doors were opened to suggestions, and many of these were incorporated into the working of the
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system. Even when it became a paid service, the charges were as low as Rs 3 for a 2-km trip is among the lowest in the country and the charges were increased gradually. The fare has been fixed considering the present AMTS fare and affordability. Pre-board ticketing system on bus stations is available on all the exclusive routes while on-board ticketing is available for mixed BRTS services. Besides Smart Card system is also followed in order to improve customer convenience and speed. Intelligent Transportation System (ITS) To improve customer convenience, speed, reliability, safety and to build an image of modern system, extensive use of ITS applications are done which covers: Automatic Vehicle Locator System Public Information Use of Smart Cards Area traffic control Signal enhancements Electronic Fare Collection Security and surveillance Buses The buses are equipped with clean diesel engines that comply with environmental standards. The buses are Euro III Diesel and Euro IV CNG types with wide central doors on both sides. Contractual arrangements guarantee that buses are extremely clean, well lighted and are in excellent working condition. Each bus has a capacity of approximately 80 passengers. The buses have a standard length of 12 meter. The buses operate on exclusive bus ways, using one or two lanes in each direction. Passengers board the buses at stations as well as at cross roads. There are 38m long 3m wide median bus stations, closed with necessary access controls, at level boarding- alighting. Each bus is equipped with a GPS (Global Positioning Satellite) system and a processing unit that reports its location every 30 seconds. BRT Stations 38m long 3m wide median bus stations, closed with necessary access controls, at level boardingalighting, off-board ticketing system, IT enabled & Passenger Information System, security systems & pedestrian crossings & grade separated. The Bus Rapid Transit System (BRTS) might have encouraged some Amdavadis to take advantage of public transport but the inefficient feeder bus services and unavailability of transport to the nearest bus stop has deterred many. That is the reason many Amdavadis owning vehicles have not taken to BRTS despite the skyrocketing fuel prices. The integration of public transport includes the comprehensive planning of services within an urban market for the purposes of facilitating seamless and multi-operator journeys. Passengers interchange when there is either no direct service or a faster alternative.

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This means that if private vehicle owners get public transport from near their homes to take them to nearby BRTS stand in single ticket system, they would like to switch to the public transport as it saves time and money too. So need of the hour is to integrate feeder buses with BRTS in single ticket system and use a combination of local and express buses to create more convenience for people in terms of time and money.

2.Bogota Transmelinio System Performance: Travel Time 1. TRANSMILENIO implementation has increased average public transit travel speeds by approximately 15kph to 26.7kph (9.3mph to 16.6mph) 2. This has resulted in an estimated system-wide travel time saving of 136,750 hours per day for TransMilenio Phase I, equating to a 32 percent reduction in average travel times for transit users (Yepes, 2003). This equates to an average travel time saving of around 16 minutes per trip for transit users and 13 minutes per trip for the city as a whole (Martínez, 2005) 3. Travel time savings have been greatest for the city’s lower-income groups that tend to be concentrated in the city periphery 4. Travel time savings are central to public acceptance of the service. 83 % stated that time savings were the main reason for using TRANSMILENIO. Identity and Image 1. The service is highly recognizable, with the red articulated trunk vehicles and green feeder buses all featuring the TRANSMILENIO brand symbol. 2. A high-profile public information campaign was conducted to coincide with system implementation. Over 90 % of surveyed city residents rated the system as good or very good during the first months of operation, declining to 76 percent more recently, as the public come to accept the system as a normal part of city life. 3. An independent survey by the local major newspaper (Bogotá, Cómo Vamos, 2005), found that 56 % of the respondents say that service is better than, 28 % the same as, and 15 % worse than the previous system. In general, the public generally perceive the system as faster as and more convenient than other options. 4. Public complaints center primarily on overcrowding problems during peak travel periods, safety (pick pocketing is an increasing problem), waiting times, and fare costs.

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Safety and Security 1. Reduction in vehicle-vehicle traffic conflicts and pedestrian-vehicle traffic conflicts has reduced the number of collisions on the service corridors by 79 %, which has, in turn, dramatically reduced the number of injuries and fatalities. 2. The number of robberies on system corridors has also been reduced. This may relate to the significant police presence in and around TRANSMILENIO stations.

Pedestrian Overpasses

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Capacity TRANSMILENIO carries very high passenger volumes of up to 41,000 passengers per hour per direction. This is made possible by a variety of system design features: a. High capacity articulated vehicles (160 passengers) with multiple doors b. High average bus occupancies (TRANSMILENIO buses carry an average of 1,600 passengers per day) c. Exclusive running ways unaffected by traffic congestion, with double lanes allowing express buses to overtake local buses d. High capacity station design featuring level boarding and off-board fare payment e. Centralized control of bus operations, which coordinate local and express services, reduce bunching, and improve reliability f. High service frequency (280 buses per hour per direction on busy trunk sections, resulting in a combined headway 13 seconds at busy stations) Ahmedabad BRTS System Performance Travel Time 1. Surveys conducted by the Ahmedabad JANMARG Limited (AJL) from time to time show that nearly 23 per cent of the two-wheeler owners, more than 25 per cent of the regular auto rickshaw users and about three per cent of the car owners have shifted to BRTS. People claim to be saving nearly 70 per cent in time and 50 per cent in travel cost by taking the BRTS. Source - The Hindu, August 12, 2005 2. The BRTS system has already shown several mitigation impacts. For example, 20 to 22 per cent of the commuters have moved from using their motorcycles to the bus. With an average trip length on the bus of 7km, this translates into a saving of almost 200,000 vehicle kilometres per day (5,000,000 per month). Source – United Nations framework convention on Climate Change Identity and Image 1. As a tool for branding JANMARG, a catalogue was prepared which briefs the project, its design principles and characteristics. 2. Apart from this, brochures, illustrative cartoon strips, yearly newsletters etc were also prepared and distributed to help spread the idea of a dedicated bus transit system in the city. 3. Bus stop models and JANMARG branded pens were also specially made and gifted as souvenirs. 4. “JANMARG – Ahmedabad BRTS Project” was awarded by MoUD as the Best Mass Transit Project under JNNURM in the year 2008-2009. It was given 2010 Sustainable Transport Award for visionary achievements in sustainable transportation and urban livability in a function held at Washington. Source – National Institute of Urban Affairs “Urban transport initiatives in India”

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Safety and Security 1. The number of serious accidents in the Narol- Naroda stretch (earlier known as “killer road”) in 2006 was 18, 9 in 2010 and 11 in 2011. The total number of accidents on the stretch has thus come down from 183 in 2006 to 151 in 2010 (when BRTS was launched) and 147 in 2011. Source – Daily news and analysis – Apr 20, 2012 Capacity Going by the name “Janmarg” or “the people’s way”, the BRTS began operation in October 2009, and has grown from 12 kilometres of route to 45 kilometres and growing. Passenger numbers have also grown, from 18,000 at the start to nearly 130,000 today. This is made possible by a variety of system design features: Provides one of the highest average speeds among public road transport in India: 27 km/hour Dedicated corridor and bus stations through the middle of the road: provides easy access to both sides of the road. Exclusive running ways unaffected by traffic congestion, with double lanes allowing express buses to overtake local buses. Park-and-ride facilities provided at major BRTS bus stations and traffic junctions. The interior floor is almost entirely flat except for a step toward the front of the bus. This ensures easy and smooth mobility of passengers, including those in wheelchairs, within the bus. The seating capacity of the bus is 36 with the total passenger capacity of the bus being 80. Centralized control of bus operations, which coordinate local and express services, reduce bunching, and improve reliability. Cycle Track Availability Janmarg: Only 26.2% of the total 78 km of BRTS roads have a cycle track (on either side of the corridor). Interestingly, only 65% of the total length of the BRTS network has a cycle track free of any encroachments and fit for use. Similarly, 83.7% of the 78 km of BRTS roads have space for pedestrians (footpaths) out of which only 52.2% is unobstructed and open to use by people. Of the 1,040 BRTS users surveyed, only 13.7% belong to households with income of up to Rs5,000 a month. The number of poor people using BRTS is low despite there being a bus stop within 500 metres of a large number of low-income housing and slums.
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As many as 13% BRTS users were people who had travelled by auto-rickshaws shared with other passengers, say researchers. Another 13% were users of full auto-rickshaws before they shifted to BRTS. The 58% rise in the number of vehicles on Ahmedabad’s roads since introduction of Bus Rapid Transit System (BRTS) in 2009 is proof enough of the fact that the public transport system has failed to attract the rich. But has it been able to attract the poor? Going by findings of a study done by researchers at Centre for Environmental Planning and Technology (CEPT) University, the BRTS has also failed to attract the poor. In fact, the researchers, Prof Darshini Mahadevia and Prof Rutul Joshi, of Centre for Urban Equity at CEPT University, found that the poor preferred to walk or use the bicycle instead of using the BRTS to commute in the city. Janmarg, the official name of Ahmedabad BRTS, was expected to attract the poor and rich alike by offering them a comfortable and fast public transport system at affordable rates. It was hoped that increased use of public transport will reduce the number of privately-owned vehicles on the roads and, thereby, help reduce pollution in Ahmedabad. But nothing of the sort has happened. Mahadevia and Joshi found that despite there being a less polluting (low carbon) transport system in the city, the number of private vehicles in the city had continued to increase. Not only that. The study titled, ‘Low Carbon Mobility in India and the Challenges of Social Inclusion: Bus Rapid Transit Case study of India’, says that even pedestrians and cyclists are not using the space constructed for them along the BRTS corridor because of encroachments. For their research, Mahadevia and Joshi surveyed 1,040 BRTS users in the city. They found that only 12% of the commuters had actually made the shift from private vehicles to the swanky buses of Janmarg. Of the 1,040 users, 70% were regular users of public transportation while 47% were using AMTS service earlier. They had made the switch to BRTS only because AMTS buses were discontinued on the routes now serviced by Janmarg, the study says. The researchers found that as many as 13% BRTS users were people who had travelled by auto-rickshaws shared with other passengers. Another 13% were users of full auto-rickshaws before they shifted to BRTS. Transmileno: Of the total 388km of Transmilenio route, 123km is operational as of now but 300 km of cycle track is in operation. 3. Core Services of the BRTS system which turn up as the differentiating Factors: OFF Board Fare Collection: It’s the practise to collect the fare for the trip before boarding the bus. There are two basic approaches to off-board fare collection: “Barrier-controlled,” where passengers pass through a gate, turnstile, or checkpoint upon entering the station where their ticket is verified or fare is deducted, or “proof-of payment,” where passengers pay at a kiosk and collect a paper ticket which is then checked on board the vehicle by an inspector. Both approaches can significantly reduce delay. However, barrier-controlled is slightly preferred. It minimizes fare evasion, as every passenger must have his/her ticket scan in order to enter the system, versus proof-ofpayment which requires random checks. For Bogota and Ahmedabad BRT routes, all the stations have same fare collection system in place. Such scheme does extend the benefits of time savings to those sections of the bus routes that lie beyond the BRT trunk corridor. Multiple Routes: Having multiple routes operate on a single corridor is a good proxy for reduced door-to-door travel times by reducing transfer penalties. This flexibility of bus-based systems is one of the primary advantages of BRT that is frequently not well used or understood. The Bogota BRTS
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corridor serves more than two routes through a single station. In Ahmedabad as the phases are under construction the connectivity is not complete. Peak Frequency How often the bus comes during peak travel times such as rush hour is a good proxy for quality of service and corridor selection. A higher frequency usually means higher ridership, although the scoring of peak frequencies have been set at levels that still allow systems in lower-demand environments to receive some points. Additionally, in order for BRT to be truly competitive with alternative modes, like the private automobile, passengers need to be confident that their wait times will be short and the next bus will arrive soon. Peak Hours are 8:30 AM -11:30 AM and 5:00 PM and 8:00 PM For JanMarg (Ahmedabad) : Frequency of Buses is 5 Mins during the Peak Hours. For Bogota : Frequency of Buses is 4 Mins during the peak Hours. Off-peak Frequency As with peak frequency, how often the bus comes during off-peak travel times is a good measure for quality of service and corridor selection. Off-peak frequency here is measured by the headway (also known as the service interval) between buses independent of the route passing the highest-demand segment on the corridor during the off-peak (mid-day) period. Technically, Off Peak hours are the hours except the peak hours. For JanMarg (Ahmedabad) : Frequency of Buses is 10 Mins during the Peak Hours. For Bogota : Frequency of Buses is 6 Mins during the peak Hours. Particularly the bus size is treated as the capacity constraint, and studying the consumer turn up time and the volume the off bus headway is determined for optimal use of resources. Further, in Ahmedabad a large chunk of population is not using the services. Express, Limited, and Local Services One of the most important ways that mass transit systems increase operating speeds, and reduce passenger travel times, is by providing limited and express services. While local services stop at every station, limited services skip lower-demand stations and stop only at major stations that have higher passenger demand. Express services often collect passengers at stops at one end of the corridor, travel along much of the corridor without stopping, and drop passengers off at the other end. Infrastructure necessary for the inclusion of express, limited, and local BRT services is captured in other scoring metrics. Janmarg(Ahmedabad) doesn’t provide such services and all the corridors operate on the model of limited service. Whereas in Bogota BRTS both limited and express services are provided by the operator. Control Center Control centers for BRT systems are increasingly becoming a requirement for a host of service improvements, such as avoiding bus bunching, monitoring bus operations, identifying problems, and rapidly responding to them. A full-service control centre monitors the locations of all buses with GPS or similar technology, responds to incidents in real-time, controls the spacing of buses, knows the maintenance status of all buses in the fleet, and records passenger boarding and alighting for future service adjustments. A full-service centre should be integrated with a public transport system’s existing control centre, if it exists, as well as the traffic signal system. Both the BRTS systems have such fully operational Operation Control center located at the ends of the corridor.
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Located in Top Ten Corridors: Technically, If the BRT corridor is located along one of the top ten corridors, in terms of aggregate bus ridership, this will help ensure a significant proportion of passengers benefit from the improvements. Points are awarded to systems that have made a good choice for the BRT corridor, regardless of the level of total demand. Compared to the corridors of the Bogota BRTS, corridors of the Ahmedabad BRTS are underdevelopment and will match the score of the best BRTS. Hours of Operations: A viable transit service must be available to passengers for as many hours throughout the day and week as possible. Otherwise, passengers could end up stranded or may simply seek another mode. Operational Timings for Ahmedabad BRTS: 7:00 AM to 10:30 PM. Moreover such as Bogota BRTS , Ahmedabad BRTS doesn’t provide services during late night and have restricted hours of service. Bus way alignment: The busway is best located where conflicts with other traffic can be minimized, especially from turning movements from mixed-traffic lanes. In most cases, the central verge of a roadway encounters fewer conflicts with turning vehicles than those closer to the curb, due to alleys, parking lots, etc. Additionally, while delivery vehicles and taxis generally require access to the curb, the central verge of the road usually remains free of such obstructions. All of the design configuration recommendations detailed below are related to minimizing the risk of delays caused by turning conflicts and obstructions. Segregated Right-of-way A segregated right-of-way is vital to ensuring that buses can move quickly and unimpeded by congestion. Physical design is critical to the self-enforcement of the right-of-way. Physical segregation matters the most in heavily congested areas where it is harder to take a lane away from mixed traffic to dedicate it as a bus lane. Enforcement of the dedicated lanes can be handled in different ways and can have varying degrees of permeability (e.g. delineators, electronic bollards, car traps, camera enforcement, and lane colorization). In some designs the bus stations themselves can act as a barrier. Some permeability is generally advised as buses occasionally break down and block the busway or otherwise need to leave the corridor. Delineators are road markers that define the busway, but are not a physical barrier. Other vehicles can easily cross the barrier into the busway. Delineators act as slight barriers that need enforcement to be effective. Full segregation means that the lane is physically protected, thus self-enforcing. Colorization acts as a visual delineator only. Delineators and colorization and/or full segregation is applied to over 90% of the busway corridor length for both the BRTS systems and thus provides a far better service than the other BRTS systems of the world. Intersection Treatments: Several ways are there to increase bus speeds at intersections, all of which are aimed at increasing the green signal time for the bus lane. Forbidding turns across the bus lane and minimizing the number of traffic-signal phases where possible are the most important. Traffic13

signal priority when activated by an approaching BRT vehicle is useful in lower-frequency systems. For both the BRTS systems all turns are prohibited across the busway. Center Stations Having a single station serving both directions of the BRT system makes transfers easier and more convenient—something that becomes more important as the BRT network expands. It also tends to reduce construction costs and minimize the necessary right-of-way. In order to receive points, stations must have a centre platform that serves both directions of service. Stations with side platforms and other stations that do not serve both directions of service are not eligible. 100% of trunk stations of the both the BRTS systems have center platforms serving both directions of service. 4. Future Service Expansions of Bogota – TransMilenio System The TransMilenio Master plan

In 1998, when TransMilenio project began, the city envisioned a 388km bus way network by the year 2016, which would cover 85% of the city’s daily transit trip demands. This system would carry more than an estimated 5 million trips per day, covering all the major city roads (See the below figure 1).

(Fig.1: Ref: Bogota Master Plan)

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Currently, the plan itself has not been modified, but the optimistic original completion dates for each phase (Phase III onwards) have been moved back. The funding of phases is not secured from the government. The details of the master plan are given below table 1: Table 1: Planned Future TransMilenio Service Network Phase III IV V VI VII VIII Length (km) 47.1 46.8 45.6 40.9 39.6 86.3

Major challenges in Planning and Implementing for the Phase III onwards are: (i) (ii) (iii) Limited space for the proposed roadway due to expensive and historical real estates in the vicinity. (RoW is a hindrance) Securing of the funds from the Provincial as well State governments. Meeting the requirements without increasing the costs

4. The Janmarg Future Plan Janmarg 2020 has a mission of catering a network of 175kms, with a public transit available within every 500m for every citizen. 40% trips in Ahmedabad to be catered by public transport with last mile connectivity. The below pictures state the current and future plans of the Janmarg BRT (Fig: Current Plan) (Fig: Future Plan)

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Other plans are as follows: (1) (2) (3) (4) (5) Reserving space on future corridors: 36m, 45m, 60m RoW Managing congestion: Elevated Bus stops and Turn around. Foot bridge connecting Railway station and BRT stations Creating an all AC fleet. Fare integration

Major challenges in planning and implementing: (i) RoW constraints of 18m. A 2 way BRT requires 27m RoW. A solution to this is a one way BRT. (ii) Junctions required every 500m-750m to cater for a demand of 1000pphpd ~ 5000pphpdp. (iii) Policy initiatives and funding Impact of Janmarg BRT on Infrastructure: (i) All the new developments in the areas of Bopal, Gota, Chandkheda, Sarangpur, Danilimda, Ghodasar, Krishnanagar have seen a rise of 7%. The BRTS connectivity to all of these areas has been an added advantage for them. (ii) New/redevelopment of 370 buildings in mill land have been observed. (25% increase) (iii) Land use transformation into high storey buildings. (iv) Avg Daily ridership - 1 lakh commuters, travelling through more safe and affordable BRT. Implication from Janmarg Model: The Janmarg (Ahmedabad model) is a benchmark for other projects in India. An approach towards BRT should be as below:    Comprehensive outlook Continuous effort Strong/Decisive leadership

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The BRT Standard Ratings_ITDP SERVICE PLANNING Off - vehicle fare collection Multiple route use same BRT Infrastructure Peak period frequency (>10 min = 0; 7-10 min = 1; 5-7 min = 2; 3-5=3;15 min =0; 10-15 min = 1;7-10 min = 2; =8ft wide) Passenger information at stops and on vehicles INTEGRATION AND ACCESS Bicycle lanes corridor Bicycle sharing systems at BRT stations Improved safe and attractive pedestrian access system and corridor environment Secure bicycle parking at stations stops Total Possible Points 2 2 2 2 100 2 0 2 2 91 2 0 1 0 73 3 3 2 3 3 1 3 3 2 5 4 3 5 4 3 5 4 0 Max Score 7 4 4 4 3 3 3 3 3 2 2 2 2 Bogota 7 4 3 4 1 3 2 3 3 2 2 2 0 Janmarg 7 3 3 2 0 0 1 3 3 2 1 2 0

7 7 4 4 3 3 2

7 7 4 4 3 3 2

7 7 4 0 3 3 2

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