Here is the data on which the above chart is based. Population growth is from reliable sources but Vehicle growth has been calculated on 11% constant growth. The graph will need to be readjusted as the growth may slow down after saturation. The saturation needs to be determined. Will update if I get those numbers.
The projections for 2025 /2030 appear unrealistic since vehicle volumes are almost double /triple the polulation, which is highly unlikely. Saturation might occur around the 100% mark if PT continues to remain poor. If PT improves, it might reach around 85-90% & stay there (this is only a guesstimation:)
Entire world is talking about sustainable transport with low implementation cost and quick and easy implementation.
Commuter rail is one such sustainable transport. Walking, Cycling and BRT are other popular modes.
Praja did a commendable job in promoting commuter rail, thanks to IDS, SB, Naveen for taking the lead.
Earlier we did some ground work on BRT and met BMTC chief as well. Somehow, we did not get enough push from BMTC. Can IDD taken interest in this low cost sustainable alternative. I think due to Delhi and Pune BRT initial problems, Government do not want to put hands, whereas Ahmeadabad BRT is an eye opener without any hitches since the consultants studied Bogota Model thoroughly. Shouldn't Bangalore have BRT with Ahmedabad BRT Consultants just like Delhi Metro Consultants for BMRCL?
BRT from Silkboard to Hebbal is going nowhere. Planning authority had to be involved at the design stage of flyover to accomodate the BRT design.
For example, BMTC buses do not take the Agara Flyover, it passes below it saying Bus Special Lane and gets struck in traffic in Sarjapur Road - Agara Main Road junction. Also, the width of the road below flyover for buses is too small and hence buses run very slowly. Almost 15 minutes is lost here compared to private mode of transport which zooms over Agara Flyover. This is purely due to non-presence of BMTC during the design of this Flyover.
In contrast to this, Ahmedabad has got flyover purely built for BRT buses only.
Earlier we did some ground work on BRT and met BMTC chief as well. Somehow, we did not get enough push from BMTC
We will get back into this in a couple of weeks. I am trying to revive the BRT initiatives that you are referring to, this time with people who can make it happen if we prepare a proper commuter rail style feasibility report for specific alignments. This will involve field work along the alignments.
A report in a newspaper a few months ago indicated that the new flyovers being built to make the Hebbal - Silkboard signal free was designed with BRT in mind. Not sure what it actually means. Along with CRS we need to bring back the focus on BRT.
Apart from the ring road BRT should be feasible on NH7 to airport, KG road, the region around Vidhan Soudha (all regions where the roads were widened)
Regardless of traffic data - BRT should be implemented on the RingRoad - if not for anything else, it will encourage more ppl to switch to buses. In the current scenario, we could do possibly do without the BRT - but with the number of new malls and office spaces coming up around the RR region, it will be a chaos very soon. The sooner we do it the lesser hurdles we will face to get it in place.
So let us take BRT lobbying up as a project then, Namma Railu style. I think there will be a lot of supporters, individuals, corporations, industry bodies.
What say? BRT and parking/congestion one - will we be ab;e to do both?
BRT from Silkboard to Hebbal --- This stretch is being made signal free. So, is BRT really necessary here ?
Naveen, on this stretch there are too many IT companies and single occupancy cars are too much. Although all the buses on the ORR are patronized (mostly around 60-90 in a single bus both Ordinary and Volvos), equivalent number of people, in around 60-90 cars with single occupancy will be blocking the same. Movement of people is important than movement of vehicles.
Number of cars are expected to increase due to increasing ownership and being enthusiastic to take a ride on this signal free stretch. Hence congestion will continue to prevail. If we can see Freeways of California suffering from congestion. Same scenario will happen here.
There can also be accidents due to the singal free nature just as on BETL and may result in loss of life or fatalities. It is therefore necessary to have this.
One issue I foresee is the difference in speed of ordinary and Volvo buses. We need non A/C buses which are as faster and on par with Volvos so that there is no blocking.
Other possibility is ORR from Banashankari Bus Stand to Bannerghatta Road. Currently all the ring road buses ply on Marenahalli Main Road since that forms the ring of ring road whereas ORR ends at Bannerghatta Road.Both of them run parallel to each other. We can make them one ways in opposite directions with dedicated bus lanes.
BRT could have been planned very well on ORR & Bellary rd & even on some of the other Big-10 rds but all these are being made "signal-free" without proper BRT features, as Vasanth mentioned. Some of the rds already have (or will have) elevated tollways (Hosur rd, Tumkur rd, Bellary rd).
I think the only rds that can have exclusive busways now are ORR, IRR & Bellary rd (from BDA jn onwards). Hosur rd /Tumkur rd will have Metro, & BRT is not reqd there.
As Rithesh mentioned, I think there is possibility for bus priority lanes on Race course rd & Seshadri rd with the widening done there, though full BRT may not be necessary nor possible due to short stretches & intersections.
Jayamahal rd (Cantt stn to Mekhri circle) will be widened & can have BRT lanes.
Apart from these, maybe we could revive the idea of having single bus lanes elsewhere since road widths are too narrow to allow for twin lanes.
IDD has been changing the monorail alignments every now and then and calling different operators for building without finalizing on anything.
Mumbai, although started late, already have many piers erected in the state of our Metro construction. Land costs will increase resulting in increasing project costs. A push on this is also needed for attracting more and more people to switch over to PT which is having right of the way reducing the commute time, improving the air quality and reduce fuel burning.
ORR is most suited for BRT - only glitch is the constructions - atleast 6 flyovers/underpasses are under construction between Hebbal and Silkboard. It might atleast a year, if not more for them to complete.
We could start the ground work (study) and lobbying for it from now so that by the time the roads are ready they might actually consider implementing it.
BRT - need not necessarily mean BRT in the purest form - we could start of with the normal buses and not the huge BRT type buses - demarcate bus priority lanes where ever it is possible - on other roads they can continue running the way they normally do.
It is critical to demonstrate that BRT can indeed work - we just need one good implementation rest will just follow.
Big 10 Shivajinagar ( from BDA jn) - Yellahanka and new Airport road (BDA jn to the Trumpet exhange) are also ideal for BRT. Not sure of the other Big 10 routes - roads might not be wide enough.
For the immediate future we can focus on
1. BDA jn to BIAL
2. BDA jn to Yellahanka
SB, I think we don't have to do much with Monorail, just channelize and get the IDD finalize on things. Idea is to have the monorails ready by the time Metro becomes fully operational in Bangalore by 2013 so that we have a network of Metro, Mono and BRT.
For example, BMTC buses do not take the Agara Flyover, it passes below it saying Bus Special Lane and gets struck in traffic in Sarjapur Road - Agara Main Road junction. Also, the width of the road below flyover for buses is too small and hence buses run very slowly.
The current problems at the Agara flyover are mainly because only one side of the flyover is complete and so the bus lane is shared with all vehicles moving from Iblur to Silkboard. Once the second leg of flyover is complete, the BMTC buses should have the bus lanes to themselves. (Unless of course BDA decides not to implement the bus lanes and lets the Koramangala bound traffic on those lanes). Once the work is complete there should be enough space on the bus lanes for two buses to travel comfortably in opposite directions. If proper signals are installed and priority signals are provided for the bus lanes there is no need for them to get stuck in traffic.
At least at Agara junction, BDA seems to have done the right thing by having the bus lanes at the ground level. There is plenty of space under the flyover to construct the bus bays, auto/taxi stands, bookstalls, restrooms etc. If BDA shows some imagination, they can develop it into a nice transit center. They just need to take find space next to Agara lake and create space for a parking lot. And since the future mono-rail is supposed to terminate at Agara, this is the ideal location for a transit center. People from HSR layout, and Iblur and Belandur area can come parks their cars and take public transit to the city.
If the bus lanes were part of the flyover, the bus stops would have to be constructed before the on ramps to the flyovers and there just isn’t enough space to do that on ORR.
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Comments
Data basis
Here is the data on which the above chart is based. Population growth is from reliable sources but Vehicle growth has been calculated on 11% constant growth. The graph will need to be readjusted as the growth may slow down after saturation. The saturation needs to be determined. Will update if I get those numbers.
Percentages ?
What are the percentages in the last column ? What is 296.7% in 2030 ?
What are the percentages in
What are the percentages in the last column ? What is 296.7% in 2030 ?
Vehicle to people ratio as a percentage figure. Read as 2.9 vehicles per person.
The projections for 2025
The projections for 2025 /2030 appear unrealistic since vehicle volumes are almost double /triple the polulation, which is highly unlikely. Saturation might occur around the 100% mark if PT continues to remain poor. If PT improves, it might reach around 85-90% & stay there (this is only a guesstimation:)
If PT improves, it might
If PT improves, it might reach around 85-90% & stay there (this is only a guesstimation:)
If we can find data we can use it here
Rethinking of BRT
Entire world is talking about sustainable transport with low implementation cost and quick and easy implementation.
Commuter rail is one such sustainable transport. Walking, Cycling and BRT are other popular modes.
Praja did a commendable job in promoting commuter rail, thanks to IDS, SB, Naveen for taking the lead.
Earlier we did some ground work on BRT and met BMTC chief as well. Somehow, we did not get enough push from BMTC. Can IDD taken interest in this low cost sustainable alternative. I think due to Delhi and Pune BRT initial problems, Government do not want to put hands, whereas Ahmeadabad BRT is an eye opener without any hitches since the consultants studied Bogota Model thoroughly. Shouldn't Bangalore have BRT with Ahmedabad BRT Consultants just like Delhi Metro Consultants for BMRCL?
BRT from Silkboard to Hebbal is going nowhere. Planning authority had to be involved at the design stage of flyover to accomodate the BRT design.
For example, BMTC buses do not take the Agara Flyover, it passes below it saying Bus Special Lane and gets struck in traffic in Sarjapur Road - Agara Main Road junction. Also, the width of the road below flyover for buses is too small and hence buses run very slowly. Almost 15 minutes is lost here compared to private mode of transport which zooms over Agara Flyover. This is purely due to non-presence of BMTC during the design of this Flyover.
In contrast to this, Ahmedabad has got flyover purely built for BRT buses only.
BRT should be back
Earlier we did some ground work on BRT and met BMTC chief as well. Somehow, we did not get enough push from BMTC
We will get back into this in a couple of weeks. I am trying to revive the BRT initiatives that you are referring to, this time with people who can make it happen if we prepare a proper commuter rail style feasibility report for specific alignments. This will involve field work along the alignments.
Data may not be available
If we can find data we can use it here --- I doubt if data can be found. Some data on traffic growth projections may be there (in absolute numbers).
BRT from Silkboard to Hebbal --- This stretch is being made signal free. So, is BRT really necessary here ?
BRT on Ring Road and Airport Road
A report in a newspaper a few months ago indicated that the new flyovers being built to make the Hebbal - Silkboard signal free was designed with BRT in mind. Not sure what it actually means. Along with CRS we need to bring back the focus on BRT.
Apart from the ring road BRT should be feasible on NH7 to airport, KG road, the region around Vidhan Soudha (all regions where the roads were widened)
Regardless of traffic data - BRT should be implemented on the RingRoad - if not for anything else, it will encourage more ppl to switch to buses. In the current scenario, we could do possibly do without the BRT - but with the number of new malls and office spaces coming up around the RR region, it will be a chaos very soon. The sooner we do it the lesser hurdles we will face to get it in place.
Naveen, IDS, Rithesh, Vasant - Lets take it up
So let us take BRT lobbying up as a project then, Namma Railu style. I think there will be a lot of supporters, individuals, corporations, industry bodies.
What say? BRT and parking/congestion one - will we be ab;e to do both?
BRT from Silkboard to Hebbal
BRT from Silkboard to Hebbal --- This stretch is being made signal free. So, is BRT really necessary here ?
Naveen, on this stretch there are too many IT companies and single occupancy cars are too much. Although all the buses on the ORR are patronized (mostly around 60-90 in a single bus both Ordinary and Volvos), equivalent number of people, in around 60-90 cars with single occupancy will be blocking the same. Movement of people is important than movement of vehicles.
Number of cars are expected to increase due to increasing ownership and being enthusiastic to take a ride on this signal free stretch. Hence congestion will continue to prevail. If we can see Freeways of California suffering from congestion. Same scenario will happen here.
There can also be accidents due to the singal free nature just as on BETL and may result in loss of life or fatalities. It is therefore necessary to have this.
One issue I foresee is the difference in speed of ordinary and Volvo buses. We need non A/C buses which are as faster and on par with Volvos so that there is no blocking.
Other possibility is ORR from Banashankari Bus Stand to Bannerghatta Road. Currently all the ring road buses ply on Marenahalli Main Road since that forms the ring of ring road whereas ORR ends at Bannerghatta Road.Both of them run parallel to each other. We can make them one ways in opposite directions with dedicated bus lanes.
BRT where ?
BRT could have been planned very well on ORR & Bellary rd & even on some of the other Big-10 rds but all these are being made "signal-free" without proper BRT features, as Vasanth mentioned. Some of the rds already have (or will have) elevated tollways (Hosur rd, Tumkur rd, Bellary rd).
I think the only rds that can have exclusive busways now are ORR, IRR & Bellary rd (from BDA jn onwards). Hosur rd /Tumkur rd will have Metro, & BRT is not reqd there.
As Rithesh mentioned, I think there is possibility for bus priority lanes on Race course rd & Seshadri rd with the widening done there, though full BRT may not be necessary nor possible due to short stretches & intersections.
Jayamahal rd (Cantt stn to Mekhri circle) will be widened & can have BRT lanes.
Apart from these, maybe we could revive the idea of having single bus lanes elsewhere since road widths are too narrow to allow for twin lanes.
Also push for Monorail
IDD has been changing the monorail alignments every now and then and calling different operators for building without finalizing on anything.
Mumbai, although started late, already have many piers erected in the state of our Metro construction. Land costs will increase resulting in increasing project costs. A push on this is also needed for attracting more and more people to switch over to PT which is having right of the way reducing the commute time, improving the air quality and reduce fuel burning.
okay easy, one at a time
Vasanth, one thing at a time. Pushing via posting and all that is fine, but as a project, let us take BRT next. Lets say BRT on some Big10 corridors.
Project it is then
ORR is most suited for BRT - only glitch is the constructions - atleast 6 flyovers/underpasses are under construction between Hebbal and Silkboard. It might atleast a year, if not more for them to complete.
We could start the ground work (study) and lobbying for it from now so that by the time the roads are ready they might actually consider implementing it.
BRT - need not necessarily mean BRT in the purest form - we could start of with the normal buses and not the huge BRT type buses - demarcate bus priority lanes where ever it is possible - on other roads they can continue running the way they normally do.
It is critical to demonstrate that BRT can indeed work - we just need one good implementation rest will just follow.
Big 10 Shivajinagar ( from BDA jn) - Yellahanka and new Airport road (BDA jn to the Trumpet exhange) are also ideal for BRT. Not sure of the other Big 10 routes - roads might not be wide enough.
For the immediate future we can focus on
1. BDA jn to BIAL
2. BDA jn to Yellahanka
What say? Any other suggestions?
BRT Where ? Contd
Anand Rao Circle Flyover to Corporation Circle - Two Lanes (Volume of buses high).
KG Road from Corporation Circle to BVK Iyengar Road Junction - Two Lanes (Volume of buses high.
JC Road - Minerva Circle to Town Hall.
Residency Road - Richmond Circle to Mayo Hall.
Airport Road - Infant Jesus Church Junction - Richmond Circle Flyover.
Koramangala IRR (Infront of EGL) is a candidate which offer suffers from Jam, but number of buses plying here is very less.
Regarding Monorail
SB, I think we don't have to do much with Monorail, just channelize and get the IDD finalize on things. Idea is to have the monorails ready by the time Metro becomes fully operational in Bangalore by 2013 so that we have a network of Metro, Mono and BRT.
Bus lanes not being on the flyovers
@Vasanth
For example, BMTC buses do not take the Agara Flyover, it passes below it saying Bus Special Lane and gets struck in traffic in Sarjapur Road - Agara Main Road junction. Also, the width of the road below flyover for buses is too small and hence buses run very slowly.
The current problems at the Agara flyover are mainly because only one side of the flyover is complete and so the bus lane is shared with all vehicles moving from Iblur to Silkboard. Once the second leg of flyover is complete, the BMTC buses should have the bus lanes to themselves. (Unless of course BDA decides not to implement the bus lanes and lets the Koramangala bound traffic on those lanes). Once the work is complete there should be enough space on the bus lanes for two buses to travel comfortably in opposite directions. If proper signals are installed and priority signals are provided for the bus lanes there is no need for them to get stuck in traffic.
At least at Agara junction, BDA seems to have done the right thing by having the bus lanes at the ground level. There is plenty of space under the flyover to construct the bus bays, auto/taxi stands, bookstalls, restrooms etc. If BDA shows some imagination, they can develop it into a nice transit center. They just need to take find space next to Agara lake and create space for a parking lot. And since the future mono-rail is supposed to terminate at Agara, this is the ideal location for a transit center. People from HSR layout, and Iblur and Belandur area can come parks their cars and take public transit to the city.
If the bus lanes were part of the flyover, the bus stops would have to be constructed before the on ramps to the flyovers and there just isn’t enough space to do that on ORR.