bhopal brt

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Bhopal BRTMicro Simulation Analysis

and 3D VR Simulation

MEDULLA-SOFT , THE REAL VIRTUAL

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Project Overview

24 km BRT Corridor

48 bus stops

18 km of dedicated corridor

Central Lane BRT

Bus stops preferably placed at intersections

Bus stops staggered before signals at either

side


Click here for the promotional Video

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Scope of Work Medulla Soft

CREATION of 3D VR ENVIRONMENT

Replication of the entire 24 km network in 3D

Can be integrated with Driving Simulator for

Driver training

CREATION ofPROJECT OVERVIEW VIDEO forBMC

CREATION of MICRO SIMULATED 24 kmNETWORK to UNDERSTAND NETWORKPERFORMANCE on BRT IMPLEMENTATION


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Simulation Methodology

Traffic volumes by time, traffic profile, directionaldistributions taken from survey provided by BMC

Vehicle types taken include cars, Buses, three

wheelers, two wheelers, cycles Designs based on drawings provided by Egis

consulting and include all side roads andjunctions, bus stops

Intermediate links balanced to match volumes Dwell times at bus stops, existing travel times

corroborated with operating agencies


Click here for introduction to

simulation

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Key Issues Considered

BRT in left lane v/s central lane

Positioning of bus stops

Performance of the BRT network Transitions between mixed traffic and BRT

Impact of Vehicle Actuated Signals and Transit

Priority


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BRT Left v/s Central lane Signal complexities increased conflicting

movements in left lane Left lane BRT will always interfere with free left

movements, which are integral to improving trafficefficiency how does this translate to efficiency atintersections?

Merging issues What is the impact at non signalized intersections?

Pedestrian issues Understanding impact on pedestrian signal times

required in the two models


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BRT Left v/s Central lane

Signal complexitiesCentral Lane BRTLeft Lane BRT


In the case of right turn for BRT buses, a left lane BRT model conflicts all major directions of traffic,

Whereas a centre lane BRT model allows at least one major direction of traffic to flow, while also allowing

two additional free lefts

Right movement of buses

FMV Movement

Bus Movement

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Central Lane BRTLeft Lane BRT


Signal complexities


In the case of straight movement for BRT buses,

a centre lane BRT model still allows two more free left movements

Straight movement of buses

FMV Movement

Bus Movement

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Central Lane BRTLeft Lane BRT


Signal complexities


Although intuitively it may appear that the left lane BRT model will be conducive to left turning, a centre

lane BRT will offer the same freedom of movement to other traffic directions

Left movement of buses

FMV Movement

Bus Movement

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Friction with traffic at non-signalized intersections bus

efficiency affected

Cars have to jump two lanes to merge into main traffic

Safety hazard as cars may not be alert for low frequency buses, whilewaiting for gap in FMV lane traffic movement

High Queuing while waiting for weaving opportunities

We examine a free left movement from a side road on to the

BRT corridor for both models, as right turns will have to cross

the entire carriageway in either case


Merging complexities

Central Lane BRT

click here for video

Left Lane BRT

click here for video


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Travel times in current scenario

Misrod to Habibganj Naka 32 minutes 12 Bus stops

Habibganj Naka to Board Office 9 minutes 2 bus stops

Board Office to Apex Bank 16 mins 6 bus stops

Apex Bank to VIP Junction 17 mins 6 bus stops

VIP junction to Lalghati Square 16 mins 5 bus stops

Lalghati to Bairagarh Station 12 mins 5 bus stops 104 minutes over 24 kms 13.8 km/h

Network Performance

Bus Travel Times


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Movement of buses in segregated lane

ensures efficient throughput

No need to interact with other traffic or with non

motorized traffic in the BRT lane

Network Performance

Bus Travel Times


Click on

image for

magnified size

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Buses Direction of movement

Section Misrod to Bairagarh Bairagarh to Misrod

Length of

section (in Km)

No of bus

stops in

section

Average Time

taken (in

Seconds)

Average

speed (in

Km/Hr)

Average Time

taken (in

Seconds)

Average

speed (in

Km/Hr)

Misrod to Habibganj Naka (before proposed

ROB) 6.7 26 1045 23 800 19Habibganj Naka to Mansarovar 1.8 4 270 24 300 23

Mansarovar to Board Office Square 1 2 155 23 139 34

Board Office to Shivaji Square 1.4 6 207 24 140 18

Shivaji Square to Apex Bank 1.8 11 243 27 215 20

Apex Bank to Roshanpura Square 0.5 2 124 14 152 24

Roshanpura Square to Polytechnic

Square 1 2 167 21 111 16

Polytechnic Square to Curfew MataTemple 1.2 4 217 20 283 23

Curfew Mata Temple to Imami Gate

Junction 0.7 0 107 23 222 23

Imami Gate to SBI Junction 1.3 0 125 37 210 17

SBI Juction to Lal Ghati Square 1.9 10 363 19 212 30

Lal Ghati Square to bairagarh 4.3 16 756 20 982 24

Network Performance

Bus Travel Times


Time over total stretch of 24 km ~1hr 3 mins Average bus speed 23 km/h

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Buses and public transport needing frequent

stops no longer interact with FMVs

bottlenecks reduced

NMVs, pedestrians also segregated

Network Performance

Car Travel Times


Click on

image for

magnified size

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CARS Direction of movement

Section Misrod to Bairagarh Bairagarh to Misrod

Length of

section

(in Km)

Average

Time taken

(in Seconds)

Average

speed

(in Km/Hr)

Average time

taken

(in Seconds)

Average

speed

(in Km/Hr)

Misrod to Habibganj Naka (beforeproposed ROB) 6.7 428 56 336 35

Habibganj Naka to Mansarovar 1.8 120 54 116 45

Mansarovar to Board Office Square 1 142 25 96 35

Board Office to Shivaji Square 1.4 90 47 95 26

Shivaji Square to Apex Bank 1.8 121 43 68 50

Apex Bank to Roshanpura Square 0.5 88 20 106 34

Roshanpura Square to Polytechnic

Square 1 80 45 64 28

Polytechnic Square to Curfew MataTemple 1.2 67 64 136 48

Curfew Mata Temple to Imami Gate

Junction 0.7 62 41 136 37

Imami Gate to SBI Junction 1.3 75 42 110 33

SBI Juction to Lal Ghati Square 1.9 140 49 155 42

Lal Ghati Square to bairagarh 4.3 315 49 424 43

Network Performance

Car Travel Times


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Network PerformanceSpace Time Chart-Misrod to Bairagarh

0

5

10

15

20

25

0 900 1800 2700 3600 4500 5400 6300 7200 8100 9000 9900 10800 11700 12600 13500

Bairagarh 23.6 KM

Lal Ghati 19.3 KM

SBI Flyover 17.4 KM

Curfew Mata Temple 16.1

KM

VIP Junction 15.4 KM

Polytechnic Square 14.2 KM

Roshan Pura Square 13.2 KM

Apex Bank 12.7 KM

Shivaji Square 10.9 KM

Board Office Square 9.5 KM

Mansarovar Complex 8.5

KM

Habibganj Naka 6.7 km


Slanted lines trace the path of individual buses, Horizontal lines indicate various locations on the route

Horizontal axis Time (sec): Time 900 represents 9:00 am (start simulations), 11700 represents 12 noon (end simulations)

Vertical axis Distance (km): Distance 0 represents start of corridor, 24 km represents end of corridor

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0

5

10

15

20

25

0 900 1800 2700 3600 4500 5400 6300 7200 8100 9000 9900 10800 11700 12600 13500

Bairagarh 23.6 KM

Lal Ghati 19.3 KM

SBI Flyover 17.4 KM

Curfew Mata Temple 16.1

KM

VIP Junction 15.4 KM

Polytechnic Square 14.2 KM

RoshanPura Square 13.2

KM

Apex Bank 12.7 KM

Shivaji Square 10.9 KM

Board Office Square 9.5 KM

Mansarovar Complex 8.5

KM

Habibganj Naka 6.7 km

Network PerformanceSpace Time Chart-Bairagarh to Misrod


Slanted lines trace the path of individual buses, Horizontal lines indicate various locations on the route

Horizontal axis Time (sec): Time 900 represents 9:00 am (start simulations), 11700 represents 12 noon (end simulations)

Vertical axis Distance (km): Distance 0 represents start of corridor, 24 km represents end of corridor

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Network PerformanceQueue lengths at major intersections


Board

Office

Queue length measurements done for FMV lanes

Maximum queue length is the range of maximum queue lengths

over half hour periods from 9:00 am to 12 noon

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Roshan

Pura




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VIP

junction




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Lalghati




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Network Optimization

Vehicle actuated signals and Transit priority

can improve travel times and queuing

scenarios for buses as well as FMVs

A scenario was simulated at the Board Office

Square and the impact was analyzed

Vehicle Actuated

Signal with Transit

Priority click here for

video

Normal signal click

here for video


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Network OptimizationQueue lengths Comparison with system of vehicle

actuated signals and Transit Priority (TRP)


Normal BRT

BRT with Vehicle

Actuated Signals

and Transit Priority

Queue length measurements for FMV lanes

Maximum queue length is the range of

maximum queue lengths over half hour

periods from 9:00 am to 12 noon

Upto 70% reduction in

average queue lengths

Upto 50% reduction in

maximum queue lengths

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Network OptimizationBus Travel times Comparison with TRP


40% improvement in

speed over the stretch

Shivaji Square Board Office

Square

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Network OptimizationCar Travel Times Comparison with TRP


50% improvement in travel

timeover the stretch

Shivaji Square Board Office

Square

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Other issues

Transitions between mixed traffic and dedicated corridors

where buses have to move from left lane to centre lane or

vice versa need to be planned to ensure safe weaving and

merging

Transitions over short distance may result in bottlenecks and

potentially safety issues

Training, proper signage and markings can encourage smooth

and safetransition of buses

Small Transition

Click here for video

Large Transition

Click here for video


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Summary

Average time taken by buses to go from Misrod to Bairagarh atpresent is 1 hr 40 mins

Average time taken after BRT creation will be roughly 1 hr 3mins

Average speed of buses will go from 14.5 km/hr to 22.9 km/h

Internationally 20 25 km/h is considered threshold speed for asuccessful BRT corridor

There can be further improvements through Signal optimizationsand vehicle actuated signals having transit priority

Segregation of different speed vehicles will add to the safety forslow moving vehicles and pedestrians while improving efficiency for

FMVs Cars are expected to be able cover the stretch from Misrod to

Bairagarh with an average speed of 45 km/h once the BRT corridoris set up


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Thank You


Documents

bhopal brt