BRT- A Must Have for Delhi

BRT- A must have for Delhi!

Air Quality

AIR

Delhi: NOx levels Rising steadily

Source: CSE computation based on CPCB data

0

30

60

Res. Areas Ind. Areas

microgram/ cubic metre

1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007

3

Delhi: at risk of losing gainsAfter a short respite the curve turns upward

Source: CPCB

0

60

120

180

Res. Areas Ind. Areas

microgram/ cubic metre

2001 2002 2003 2004 2005 2006 2007

4

Present Scenario & Statistics S o u r c e s o f A ir P o l lu t io n in D e lh i :

7 0 %V E H IC U L A R E M IS S IO N

In d u s t r ia l E m is s io n

2 0 %

Source: M P D 2021, p57

D G s e t s , c o o k in g , b io m a s s10 %

Our Air is killing 21 people every day.

Since vehicles are the major pollution source, they are the major cause of respiratory fatalities in Delhi.

201169 LAKH Vehicles

201693 LAKH Vehicles

NOx = 84,200 kg/day

NOx = 84,200 kg/day

We are already at risky/ fatally high levels of Pollution, even without looking at future projections,

Therefore time has come for drastic paradigm change.

Present Scenario & Statistics Annual Average* of Critical Pollutants at Five Stations in Delhi (in µg/

m3)

Parameters

Punjabi Bagh

Mandir Marg

R K Puram Airport

Civil Lines

Prescribed Limit

SO2 7.81 9.40 6.34 19.53 23.2650

NO2 38.51 43.29 44.87 70.27 97.05 40

PM10 294.59 250.76 314.89 265.80 213.56 100

PM2.5 153.07 127.16 151.53 135.73 84.39 60

Benzene

0.75 1.18 0.93 22.01 14.83 5

Highlighted Data in red indicates Crossing of prescribed limit*Average data from January 2011 to October 2011

ategory M and Category N vehicles manufactured after the 1st April 2010 with gross vehicle weight not exceeding 3500 kg, shall be as under:

Mass Emission Standards for Bharat Stage –IV

Norms Passenger car (Gasoline (gm/Km)

Two wheelers (Gasoline) (gm/Km)

Heavy Vehicles (Diesel) (gm/Km Hr)

CO HC + NOx

CO HC + NOx

CO HC NOx PM

BS I 2.72 0.97 2.0 2.0 4.5 1.1 8.0 0.36

BS II 2.2 0.5 1.5 1.5 4.0 1.1 7.0 0.15

BS III 2.3 0.35 (COMBINED)

1.0 1.0 2.1 0.66 5.0 0.10

BS IV 1.0 0.18 (Combined)

- - 1.5 0.96 3.5 0.02

Emission norms for different categories of vehicles

Vehicle Category

Growth Rate 2012 2017

2- Wheelers 50% 4976488 7464732

3-Wheelers 10% 83163 91480

4-Wheelers (Pass Cars)

50% 2402548 3603823

4-Wheelers (Taxis, cabs)

100% 51018 102036

LCVs (Tata 407 etc)

50% 123237 184856

Trucks 30% 76785 99820

Buses and Others

30% 56600 73581

Projected growth of different categories of vehicles between 2012-2017

Number of vehicles registered in Delhi upto 31st March 2011 : 6889996

Pollutants Emission Load Kg/d

2007(baseline)

2012 (Business as Usual)

2017(Business as Usual)

Vehicular Emissions

PM 9747 12587 15425

CO 217791 277069 336207

HC 66741 85686 104608

Nox 84194 111124 138096

SO2 722 1057 1393

Baseline and next 5 year Projected Vehicular emission load

Air Quality Improvement Strategies:

AIR

Since Vehicles are the major source of NOx and PM pollution in Delhi, both of which are major causes of cancer and respiratory diseases, the following Plans are to be implemented in order to undice a mode shift in favour of Public Transport, in the next 5 years.

The following Modal Shift Strategies are to be implemented:

Move more People, not Vehicles – Augment usability, reliability of Public Transport System by Implementing BRT Network.

Parking Pricing to discourage car use.

Cycling Masterplan – to make cycling safe in Delhi.

MAXIMUM capacity of a Mixed Lane = (2.2x1200) = 2640 Passengers/ Lane/ hour

MINIMUM capacity of a Dedicated Bus Lane = 6000 - 20,000 Passengers/ Lane/ hour

Street without Dedicated Bus lanes

Street with Dedicated Bus lanes

Strategy 1: Move more People, in lesser vehicles

One Mixed Traffic Lane carries approx. 2600 Passengers per lane per hour

A dedicated BRT lane carries minimum of 6000 Passengers per lane per hour

• It is FASTER (possible only if there is Congestion for private vehicles)

• It is CHEAPER (possible with fuel price rise, hike in parking fee, etc.) People will move to Public Transport from Car – only if:

Car = 2.2 people Bus = 60 people

Which mode to take, if not car?

Source: Transport D emand F orecast Study, 2008Survey Data by R I TE S for D oT, GN C TD

AV

. TRI

P LE

NG

TH• Short car trips can shift to auto-rickshaws (if parking fee is hiked)• Medium to longer car trips can move to buses or Metro.• Shift form 2-wheelers to Buses possible only if bus-fares are made

cheaper.



AV

. TRI

P LE

NG

TH• If short trips in the city (2-10 km) are not made on Buses & NMT, then this would

just mean more cars, more two-wheelers, more RTVs… Therefore every short trip will add to more pollution…



AV

. TRI

P LE

NG

TH• People can buy cars but only use it on holidays or non-peak-hour trips. Private

modes should NOT be a necessity for reliable peak hour travel. Other modes - Metro, BRT, local buses, rickshaws, cycling, walking - should be made more convenient, cheaper, safer and more reliable compared to car trips.

BRT corridors take the buses out of the traffic jam, thus making the entire bus system many times more reliable and faster. Need for mode interchange removed at least at one end of the trip in BRT, because the local bus itself takes people to their home/final destination.

For Metro, a feeder mode is required at both ends, requiring time, money, inconvenience. This interchange delay is more acceptable when trip lengths are longer. For example, for a 6 km trip, an interchage after 3 km is undesirable and a direct mode is more preferable.

Why is Bus System Augmentation critical, inspite of Metro

Bus Corridor

fully segregated

Local bus routes

Metro Station

Interchange point

DESTINATION

ORIGIN

Feeders

Average Trip lengths in NCT is 10km. So bus is ideal and most convenient since it picks and drops door-to-door.

Metro is best for 15-20km trip, as longer trip length neutralizes the interchange time & hassle for the commuter.


• 80% of Trips in Delhi are below 10 KMs.

MODE Average Trip Length (KM)•CAR 10.5

•2W 8.7

•AUTO RICKSHAW 4.7

•BUS 8.8

•METRO 13.8

•TRAIN (IR) 20.2

•BICYCLE 4.0

•CYCLE RICKSHAW 1.7

•WALK 1.1



For trip lengths between 5-10 KM, Bus is the ideal mode of Public Transport in Delhi.

By adding short trips to Metro (2-10km commuters), it makes Metro too crowded for long distance travellers, thus making them shift back to other modes. This has already happened in corridors like Vikas Marg, Gurgaon, etc. because bus commuter (instead of car ) have moved to the Metro!!

MODE

Base 2007(CURRENT)

Business as Usual (2021)

Metro + few Closed BRT (with Higher

Parking Charges) 2021

Open Network BRT/Bus System +

Higher Parking Charges

Mode Share (%)Mode Share

(%)Mode Share

(%)Mode Share

(%)

CAR 15.5 23.4 17.1 14.6

2-Wheeler 27.1 21.9 20.0 8.7

Auto-rickshaw 4.4 5.1 3.2 4.1

Public Transport 53.0 49.6 59.7 72.6

TOTAL TRIPS 100.0 100.0 100.0 100.0

FUTURE SCENARIOS – Business as Usual vs. Various Public Transport Scenarios.

• Continuing current trends shows a “decrease” in PT share.

• Implementing Metro & closed BRT only maintains the current Mode share.

• Implementing an Open/Hybrid BRT Netork along wit higher Parking Charges – induces a positive shift towards Public Transport!

Source: Transport D emand F orecast Study and I ntegrated R oad C um M ulti-modal P ublic Transport N etwork F or N C T, 2010; by R I TE S for D oT, GN C TD

Combination of Metro + Open BRT System – Lowest Emission

Source: Transport D emand F orecast Study and I ntegrated R oad C um M ulti-modal P ublic Transport N etwork F or N C T, 2010; by R I TE S for D oT, GN C TD

Lowest Emission Scenario

Hybrid BRT + Metro Public Transport Network Plan: 14 corridors in 5 years

14 Integrated Transport Corridors (ITC) to be taken up in next 5 years – shown in red

SYMBOLS: IIT- MUMBAI

Results form “Willingness to Pay” Survey done by RITES with private vehicle users at various parking locations:

•84% are willing to shift to “good” public transport System

•72% to shift if quality feeder system is available.

•45% of car users to shift to public transport if Parking fee is increased by 50%.

ackground Data:

Strategy 2: Increase Parking Charges to discourage Private Vehicle use.

Business As Usual

Metro + BRT

Metro + BRT + Parking Charges

The RITES Transport Model (GNCTD) shows that Increased Parking charges give an increased ridership (PHPDT) for Public Transport Modes.

PHPD

T

Various BRT/ ITC Corridors

PHPDT = Peak Hour Per Direction Trips; ITC = Integrated Transport Corridor

Source: Transport D emand F orecast Study and I ntegrated R oad C um M ulti-modal P ublic Transport N etwork F or N C T, 2010; by R I TE S for D oT , GN C TD

Increased Parking Charges to increase Public Transport Ridership.

Vehicle Ownership In Delhi Modal Share

VEHICLE OWNED % OF HOUSEHOLDS

•CAR

- 1 no. 16.4

- 2 nos. 2.5

- 3 nos. 0.4

≥ 4 nos. 0.1

TOTAL 19.4

•2W

- 1 nos. 37.7

- 2 nos. 5.1

- 3 nos. 0.5

≥ 4 nos. 0.1

TOTAL 43.4

•NO MOTOR VEHICLE 47.9

•BICYCLE 35.0

Strategy 3: Cycling Masterplan – Make Cycling Safe in Delhi!It is interesting to Note from the Data below that: Of the 19% car owning households of the city, 9% use their vehicles regularly for travel; However out of the 35% Bicycle Owners, only 5% use them for travel!!

MODE % of PERSON TRIPS

WITH WALK TRIPS (2007-08)

•CAR/TAXI 9.09

•2W 14.07

•AUTO RICKSHAW 2.36

•BUS 27.12

•METRO 2.66

•TRAIN (IR) 0.42

•BICYCLE 4.46

•CYCLE RICKSHAW 5.16

•WALK 34.67

TOTAL 100

TOTAL TRIPS/DAY 219.87 LAKH

Promotion of NMT/ Cycling helps in drastic reduction in Emissions

Data Source: www.unep.org

(Better Vehicles) (High Cycling & NMT use.

__E

A complete City-wide Safe Cycling Network to be developed.

Arterial Roads to have safe Cycle Tracks

A complete City-wide Safe Cycling Network to be developed.

Nallahs can be Cycle-Ecomobility corridors, forming a City-wide Network.

The South Delhi Greenways project (CDP, Delhi):.

• Continuous non-motorized corridor along Nallahs for connectivity to Metro/ BRT.

• Connects to heritage destinations.

• Provides scope to locally recycle sewage and infiltrate groundwater.

• Stormwater conveyance System with parks as temporary detention facilities.

• Forests allow for detention and infiltration facilities and green lungs.

© oasis designs

30

BEFOREAFTER

• Provides scope to locally recycle sewage and infiltrate groundwater.

• Stormwater conveyance System with parks as temporary detention facilities.

• Forests allow for detention and infiltration facilities and green lungs.

• Continuous non-motorized corridor along Nallahs for connectivity to Metro/ BRT.

• Connects to heritage destinations.

© morphogenesis

The South Delhi Greenways project (CDP, Delhi):.

31

3.5 KMS3.5 KMS

2.0 KMS2.0 KMS

NIZAMUDDIN NIZAMUDDIN STATIONSTATION

ISBT SARAI ISBT SARAI KALE KHANKALE KHAN

JANGPURA JANGPURA METRO STATIONMETRO STATION

Nallah Corridors become a shorter Cycling Connection to StationsNallah Corridors become a shorter Cycling Connection to Stations

BRT CORRIDORBRT CORRIDOR

32

Air Quality Improvement Plans:

AIR

Since Vehicles are the major source of NOx and PM pollution in Delhi, both of which are major causes of cancer and respiratory diseases, the following Plans are to be implemented in order to undice a mode shift in favour of Public Transport, in the next 5 years.

The following Modal Shift Strategies are to be implemented:

Move more People, not Vehicles – Augment usability, reliability of Public Transport System by Implementing BRT Network.

Parking pricing to discourage car use.

Cycling Masterplan – to make cycling safe in Delhi.