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Seeking solutions to congestion, air pollution and health: the role of Bus Rapid Transit in this challenge

Anumita RoychowdhuryCentre for Science and Environment

Workshop for Media on Delhi’s Bus Rapid Transit System

International Federation of Evironmental Journalist

New Delhi,

October 29, 2009

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Delhi is losing battle of car-bulge: The rapid increase in vehicles is destroying all gains of air pollution and health

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1996: Crisis of health; of answers

This whipped up public anger

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Delhi implemented first generation measures………

Vehicles

Euro II and Euro III emissions standards

Pre-mix 2T Oil

One of the largest CNG programmes

New PUC norms enforced

15 year old commercial vehicles phased out

Bypassed transit traffic

Diesel run auto rickshaw banned

Scaling up bus transport, BRT and metro

IndustryZoning policy for industry. Phased out polluting industry

Installation of pollution control equipments in thermal power plants. New plants on natural gas

Cleaner fuels for industrial boilers

Other sources

Hospital incineration

Ban on open burning of biomass

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CNG Bus Emissions in 2004

0.32

0.009 0.0070

0.05

0.1

0.15

0.2

0.25

0.3

0.35

Bharat stage II DieselBus (500ppm max.

sulfur)

Bharat stage II DieselBus +CRT (50ppm

max. sulfur)

Bharat statge II CNGBus + 3 way catalyst

PM

em

issio

ns fro

m b

uses in

gra

mm

es p

er

kilo

metr

e

CNG was our first leapfrog option

Euro II diesel bus emits 46 times higher PM than Euro II CNG bus

Source: Teri

Natural gas vehicles sidestepped poor quality diesel It was a Clean fuel programme linked with augmentation of public transport

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Disinformation campaign started

Lobbies at work: bus manufacturers; bus owners; oil oil companies; diesel interests..

Had to distinguish between fact and fiction

CNG vehicles emit more ultrafine particles

CNG causes cancer

CNG vehicles are unsafe

CNG technology is experimental

There is not enough gas to meet transport demand

CNG buses are more expensive and will hurt the poor

CNG experimental. Not done anywhere..

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The verdict April 5, 2002

Give priority to transport - allocate 16.1 lakh kg of CNG per day

Phase out 800 diesel buses every month.

Diesel buses to pay a penalty per bus per day (Rs 30 crore collected in diesel tax to invest in public transport)

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Public sphere in public debate….

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Delhi got cleaner air: it avoided pollution; got health benefits

PM10 at ITO Traffic Intersection

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rogr

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PM10 trend projection pre Supreme Court directions

PM10 trend March 98- Dec 05, Post Supreme Court directions

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120

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Res. Areas Ind. Areas

mic

rogr

am/

cubi

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etre

2001 2002 2003 2004 2005 2006 2007

Pollution levels rising again: need big answers again

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The next generation challenge

• Poor vehicle technology =pollution

• Better technology x number of vehicles= pollution….. And also congestion

• The numbers negate all impact

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It took 37 years to reach the first million mark for personal vehicles (by 1988.)

In another 14 years (by 2002) the city added 2 more millions

In just 5 years (between 2002 and 2007) 1.55 millions more added

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Cars, jeeps and two wheelers Other vehicles

Explosive numbers

Source: Delhi transport data

231333

564 580

350

704

1054 1102

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1200

Cars Tw ow heelers

Total privatevehicles

Total vehicles(private

+commercial)

num

bers

Per day reg. during 2000-01* Per day reg. during 2006-07

Daily

In 5 years Delhi doubled the registration of vehicles

Source: Estimated on the basis of Delhi Economic Survey, 2005-06

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Road per vehicle decreased in 35 years

0

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-72.

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Road length in kms

Road length per 1000 vehicles+71% in ten years

+51% in ten years

+32% in next ten years

+9% in5 years

Source: Delhi Economic Survey

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Roads..flyovers..space?

• Delhi already has 21% of its land area under roads

• Between 1996 and 2006 road length increased by 20%. Cars increased by 132 per cent

• Road space decreased, not increased

• Will decrease further..cannot build more and more

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Cities are ParalyzedCities are ParalyzedThe Crawling TrafficThe Crawling Traffic

Source: Anon 2008, Study on traffic and transportation policies and Strategies in Urban Areas in India, MOUD, p63

The average journey speed in Delhi (16 km/hr), Mumbai (16 km/hr) and Kolkata (18 The average journey speed in Delhi (16 km/hr), Mumbai (16 km/hr) and Kolkata (18 km/hr): Abysmally poor compared to smaller citieskm/hr): Abysmally poor compared to smaller cities

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Speed plummets

0%

20%

40%

60%

80%

100%

One way Second way One way Second way One way Second way

Morning peak Evening peak Off peak

>2020-2525-3030-3535-4040-4545-50< 50

Congestion is reflected in the increased number of low -speed roads

CRRI study on major arterial roads:

-- During the morning and evening peak -- 55-60 per cent of the roads have travel speeds less than 30 kmph.

-- Even during off-peak hours 40-45 per cent of the roads have travel speeds less than 30 kmph.

-- About 20 per cent have travel speeds less than 20 kmph throughout the day.

Source: City Development Plan

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0 2000 4000 6000 8000 10000 12000 14000 16000

Dhola Kuan to Raja Garden

Raja Garden to Azadpur

Azadpur to I.S.B.T.

I.S.B.T. to B.S.Gurudwara

B.S.Gurudwara to AIIMS

AIIMS to Dhola Kuan

PCU per hour

1990 2004

Peak volume traffic has increased phenomenally Nearly 123 per cent growth on many roads (in PCU/hour)

Source: Based on City Development Plan of Delhi, 2006, Eco Smart

Choked…..Choked…..

Other road segments

Peak designed capacity (PCU per hour)

Actual Peak volume (PCU per hour) in 2002

Dhaula Kuan to Raja Garden

8004 10726

B. S Gurudwara to AIIMS

10959 12493

AIIMS to Dhaula Kuan

10981 13617Source: IL&FS 2004 cited in CDP Delhi

Traffic volume exceeds designed capacity of key arterial roads

NH8 (Delhi-Gurgaon) is designed for a peak traffic volume of 160,000 pcu by 2015. There are already 130,000 pcu fighting for space! Ring Road: 48 km; 6 carriageway; 1,60,000 PCU per day; Exceeds capacity of 75,000 vehicles/dayNow projections: reach 4,00,000 by 2011 -- needs 24 lanes

Do we have this space? Where?

Congestion cause massive delays: Commuting population losing 2.5 hours each day

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Reality checkReality checkBuses marginalised in DelhiBuses marginalised in Delhi

Source: Anon 2008, transport demand forecast study: study and development of an integrated cum multi modal public transport network for NCT of Delhi, RITES, MVA Asia Ltd, TERI, SeptemberRITES: Modal share in DelhiRITES: Modal share in Delhi

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Cars threaten energy security

Source: Lee Schipper, 2008

Bus transport can make a differenceStudies show in Bangalore -- An increase in

public transport share from 62 per cent to 80 per

cent can lead to fuel saving equal to 21 per cent

of the fuel consumed in the base case.

23 per cent reduction in total vehicles and freed-

up road space equivalent to taking off nearly

418,210 cars from roads.

CO2 emissions can drop by 13 per cent. Among

local pollutants PM can drop by 29 per cent and

NOx 6 per cent.

Personal vehicles high CO2 emittersIn Delhi 60% of the CO2 emissions load from all vehicles are from cars and two-wheelers

Between 2002 and 2007, the CO2 emissions load from cars increased by 73% and from two wheelers by 61%. (CSE)

Source: ADB, 2006

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• Need second generation reforms

• Need to make transition to public transport

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Bus moves people; but adds to chaos; fights for space with cars; no speed; no reliability; very poor service for poor..marginalised but not replaced

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Bus numbers have stagnated

1932

32863082

36563470 3461 3454

1505

2514

37293845 3850 39153804

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2000-01 2001-02 2002-03 2003-04 2004-05 2005-06 2006-2007(upto

october 2006)Time Period

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total fleet of DTC CNG buses under stage carriage fleet

Linear (CNG buses under stage carriage fleet) Linear (total fleet of DTC)

• Delhi government is investing to expand the bus fleet by nearly 5000 buses – Delhi wants modern, convenient and even air conditioned buses.

• But……

Delhi is evolving a bus strategy…

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Only increasing bus numbers will not help. Give them traffic priority…..

• Performance of bus system deteriorates in congested and mixed traffic

• Require more time to complete one journey, turn-around is slow and affects the frequency of services and its optimum utilization.

• Bus caught in congestion becomes even less attractive.

• Bus Rapid Transport is global answer to improve bus speed and make buses more efficient at affordable rates

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BRT is not about only buses. It is about all road users

Redistribution of road space

Segregation will increase space, not reduce space

It will move people more efficiently and faster -- large numbers already commute by bus and aim should be to get more on bus

If not done then the growth of vehicles -- cars and two-wheelers is unsustainable

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All trips Only Vehicular Trips

Valu

es in

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cent

age

2001

(2007 - 2008)

One lane being wasted due to inefficient utilisation of road space by bus

Unused space equivalent to one lane

Curbside lane generally not being used by motorised traffic

Current paradigm is wasteful

Source: TRIPS

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The Transition………

Delhi Bus Corridor

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Bare facts…….

Initial Operation: May 2008• • Length: 5.6 kms• • Stations: 9• • Peak Load: 6,500 passenger/hr/direction• • Frequency: 120 buses/hr• • Commercial Speed In corridor: 16-19 km/hr

(peak hour)– Off corridor: 7-11 km/hr (peak hour)

• • Infrastructure Investment: Rs. 14 crores/km (3 million/km)

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What were we reading in the newspapers?

Newspaper reports on BRT…

• “Colossal inconvenience..”• “Loss of trees…”• “Bumper to bumper…”• “Taking away lanes from

private vehicles….”• “Bus karo…traffic in

narrow lanes, snarled up, honking, hooting…”

• “Weapon of mass dementia…”

• “Scrap BRT…”

Newspaper reports on traffic jam …

But did not make the connection between the problem and the solution

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Bus commuter Pedestrain/Cyclist Car and two-wheelercommuters

Other commuters

% o

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nts

Yes No No specific answer

We asked people on the corridor: Are you happy with dedicated lane system of BRT?

Source: CSE survey

We heard the voice of urban majority…

88% of bus commuters; 85% of pedestrians and cyclists, 45% of cars ad two-wheelers said a resounding YES

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…..…Who has benefited from BRT?

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Distribution of Vehicles - By Mode

2%23%

75%

Motor Vehicles

Buses

Cycle & Cycle Rkshw

Distribution of People - By Mode

55%

33%

11%

Motor Vehicles

Buses

Cycle & Cycle Rkshw

Chirag Delhi Junction

Morning Peak Hour

(Ambedkar Nagar to Moolchad)

4,916 Vehicles

11,480 People

Source: Dario Hidalgo and M Pai study for CSE, 2008 Mimeo

You get different answers depending on your priorities – moving vehicles vs

moving people

Buses are 2% of all vehicles but carry 55% of people

Cars and two-wheelers 75% of the vehicles but carry 33% of the people

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Year MV Bus NMT Total Traffic volume

2003 5430 272 854 6556

2008 10604 200 1476 12280

Motor vehicle lane?Traffic volume doubles just in 5 years on this corridor…Press Enclave Junction during peak hours (Morning)

Is this sustainable……….

Source: TRIPS

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Bus Corridor has reduced the average travel time for the majority of the commuters on the corridor

People Delay - Morning Peak Hour - In Hours

1,440 1,648

3,1862,078

0

2000

4000

6000

Without Project With Project

Buses

MV's-19%

+14%

-35%

Dario Hidalgo study for CSE, 2008 Mimeo

• Overall average travel time reduce by 19%

• For bus users travel time has improved by 35%

• For personal vehicles travel time has improved by 14%

• Journey speed for bus users: 19-21 km/hour

• Cars and two-wheelers: 14-18 km/hour

36Distribution of wait time @ Chirag Delhi

junction - People

68%

32%

MotorisedVehiclesBuses

Distribution of wait time @ Chirag Delhi junction - Vehicles

4%

96%

MotorisedVehiclesBuses

Calculation based on Webster’s Delay Formula for Signalized Intersections

One Leg

Chirag Delhi Junction

Morning Peak Hour

Ambedkar Nagar to Moolchand

53.0 Vehicle-Hours

164.8 Person-Hours

Source: Dario Hidalgo study for CSE, 2008 Mimeo

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Pedestrian walkway in BRT corridor best amongst all ….

-Well designed and well surfaced. - Minimum width 1.5 metre -- goes upto 3.5 meter to 4 meters- Sidewalks easily negotiable by women, children and senior citizens - Disabled friendly- Relatively clean, well maintained, and continuous. - At-grade-crosswalk facilities with zebra crossings and pelican signals- Intersections are well designed and paved with speed tables as traffic calming - Crossings are easily accessible with kerbed ramps. - At grade crossings comfortable for old, disabled and visually impaired.

There is still room for improvement to make cross walk facilities safer etc.

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Look at the rest of Delhi….

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April 2008 to June 2009: Fatal accidents show a

declining trend

According to reports of Delhi Police, there were 8 fatalities during the first 10 months since the opening of the corridor. This drops significantly thereafter.

There are still scope of improvement……-- Ensure safe crossings (preferably at grade); -- Better management of the bus operations to reduce spill-over at the stations

Impact on user safety

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The next question: Can we have dedicated bus corridor on the left side? No.

Simple Common sense…..• Left side has all the openings • Left side is encroached– hawkers, stands for autos

and taxis• Breakdown vehicles are taken to the left side• Side lanes cannot perform at the same speed.

Cannot have barricaded dedicated corridors on the left.

• Delhi already has painted bus lanes. It does not work. It has not worked anywhere in the world.

If not BRT, what other options do you have? Other governments are proposing restraints on personal vehicles use.. But not possible without alternatives……

Other governments are enforcing tax and road pricing measures and caps on car sales to reduce congestion and pollution…

Congestion charges: -- London: This has reduced traffic delays by 30 per cent. -- Seven European cities are adopting congestion charges. -- Trondheim, Norway: peak hour traffic dropped by 10% after the introduction of congestion charges.-- Singapore’s road pricing measures: This reduced percentage of commuters entering central areas from 56% to 23%.

Caps on cars in Singapore and Shanghai:-- Shanghai has adopted a system of auctioning a limited number of car licenses per month. This has helped the city to cap car registration at not more than 7,500 cars per month -- or 250 cars per day.

Such measures require good public transport system…..Different public transport systems will compliment each other: BRT is cheaper to build: Rs 10-20 crore/km. Metro carries more people: Rs 100-300 crore/kmDelhi needs all this and fast…Very fast..

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Delhi has witnessed support …..

Editorial in Economic Times 22 Dec 2008: “…. We certainly need more BRT corridors in the Capital and other cities pan-India for hassle-free commuting. The BRT corridor can indeed be faulted for improper initial planning and botched implementation. But the idea of dedicated bus lanes to cope with and better manage heavy passenger traffic is unexceptionable. Also, the electorate in Delhi has given the thumbs up to BRT, with voters along the corridor enthusiastically re-electing Sheila Dikshit’s Congress government.….”

NDTV polls brought out majority support for the BRT project

…. And so on….

Public debate helps…..BRT is a communication challenge….

…..Give Delhi the chance to build public transport

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Familiar sight?Taipei

~60km of BRTCreating more space for public transport

Photos: Jason Chang, 2002

Cities are moving away from car centric infrastructure……….

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No other way ahead….

Public transport is the only way out of Delhi’s pollution and congestion nightmare…

BRT is an evolving concept. Improve the operation of the corridorPre-requisite infrastructure is in place.Improve reliability, comfort and safety of buses and the quality of bus services. Timely arrival of buses, low variability with good speeds and less

intervals. Need shorter signal timing and better signal synchronization to ensure more people are move on the corridor and quickly. Dedicated facilities for different road users, including pedestrians and bicyclists, need to be preserved. Any compromise on their right of way will

erode bus ridership and hurt the integrity of the corridor. Prevent motorised vehicles using the bicycle facilities

Bus Rapid Transport is the public transport option. Needs support. Must not be allowed to fail..

Otherwise what???

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Blue print for the future….Blue print for the future….

Thank you ………Thank you ………