Last year, we had discussed about the various routing algorithms, we discussed about Hub-Spoke, Grid etc and came to a conslusion like this via TTMCs:
http://praja.in/en/blog/narayan82/2008/05/30/bmtc-%E2%80%93-zones-and-routes
I was thinking of other alternatives on the similar lines. This is like an RFC. I need someone to prepare diagrams to illustrate these. Last time Narayan had created wonderful diagrams.
Hops should be as less as possible to ease the passenger movement, otherwise people become reluctant to use PT since they have door-door service on Private vehicles. Aged, ladies and those who do not know driving needs PT badly and they also need minimum hops.
Approach 1.
This approach was discussed in the above said posting.
Every TTMC will have say 8-10 nodal bus stops (current last stop).
Each TTMC will be connected to all other TTMCs by Trunk Routes. We have all the nodal stops connecting to nearest TTMC with frequent buses. A commuter can goto nearest TTMC, change the bus, again go to the destination TTMC via Trunk Route, change the bus, and again change the bus in the destination TTMC and reach the final destination.
A passenger could travel without any hop if it is within the zone before TTMC, with 1 hop if he is getting down in the trunk route, or 2 hops if he has to reach a far of place passing through a TTMC.
Approach 2.
Every nodal stop in a TTMC will be connected to all the TTMC in a rotational way. It will be more clear with an example..
Let us have the numbering structure for nodes as 1.2.3.4
Let us have TTMC be named as A,B,C,D..
Node 1 of TTMC A will connect to Node 1 of TTMC B at 8:00 AM.
Node 1 of TTMC A will connect to Node 1 of TTMC C at 8:15 AM
Node 1 of TTMC A will connect to Node 1 of TTMC D at 8:30 AM
And so on until all the TTMCs are connected by Node 1.
Again cycle will restart with say Node 1 of TTMC A will connect to Node 1 of TTMC B at 10:00 AM.
At the same time
Node 2 of TTMC A will connect to Node 2 of TTMC C at 8:00 AM
Node 2 of TTMC A will connect to Node 2 of TTMC D at 8:15 AM
And so on.
Main advantage is say for example a person has to travel from Node 1 of TTMC A to Node 2 of TTMC C, he can reach TTMC A, change the bus and reach Node 2 of TTMC with only one hop.
Say for example if a person wants to reach Node 2 of TTMC B starting at 8:00 AM, he can reach till TTMC B in single bus, change the bus at TTMC B to reach Node 2.
There will be 2 hop scenarios, but probability is reduced – It happens when the passenger’s timing is not matching.
Example: Jayanagar 9th Block of Jayanagar - Nagarbhavi Layout Vijaynagar TTMC.
Node 1 TTMC A Node 1 TTMC B
Same time
BTM Layout of Jayanagar TTMC will be connected to Peenya of Yeshwantpur TTMC.
Node 2 TTMC A Node 2 TTMC C
A person who wants to go to RPC Layout from Jayanagar 9th block will goto Vijayangar TTMC and change the bus to RPC Layout.
A passenger willing to travel to Peenya from Jayanagar 9th block, will change the bus at Jayanagar TTMC to BMT - Peenya Bus and can go all the way to Peenya.
A Passenger who wants to Nagarbhavi Layout from 9th block can get direct access.
Approach 3
Approach 3 is almost similar to Approach 2, with slight modification of every node of TTMC connecting almost to every node of TTMC.
I will illustrate with example
Node 1 of TTMC A will connect to Node 1 of TTMC B at 8:00 AM.
Node 1 of TTMC A will connect to Node 1 of TTMC C at 8:15 AM
Node 1 of TTMC A will connect to Node 1 of TTMC D at 8:30 AM
And so on until all the TTMCs are connected by Node 1.
After cycle restarts, Node 1 of TTMC A willl connect to Node 2 of TTMC B at say 10:00 AM
Again it will connect to all Node 2s of all the TTMCs.
On the other hand, Node 2 will be connecting to node 3s of all the TTMCs.
By this way every node is connected to every other node directly, but the frequency is reduced. For a person staying at home planning to goto a particular place can take that bus and reach all the way nearest to destination.
Bus route number as everyone can figure out easily will be Source TTMC + Node Number Destination TTMC + Node Number.
Another addition should be done which I only had suggested in the previous model that each node should be connected to 4 TTMCs – North, South, East and West. Western bound TTMCs should be connected by West TTMC attached to node and so on.
Example is say BTM Layout. If we want to goto Electronic City, we should be connected say via Silkboard TTMC. Connectivity to Yeshwantpur TTMC should be via Jayanagar and connectivity to Vijaynagar TTMC should be via Banashankari. This adds more complexity – but reduces travel time. Little more modification needs to be done on the above said model.
Once we have a final picture, we can then remove the redundant routes.
It is better to have normal , but clean and aesthetic buses for these kind of routing since we have so many routes to cover. All the trunk routes connecting the TTMC by a Grid / Circular / Hub Spoke model can use Volvos and any other hi-tech buses that comes in the future.
For example, Kengeri - Jayanagar - Koramangala - Whitefield TTMCs come in a diagonal fashion and they can have trunk routes connecting all four TTMCs.
Load on Majestic and KBS will reduce by this model. Changes should be done gradually, by getting people accustomed to the new movement pattern. This will offload older KBS - Nodal point buses and gradually frequency can be reduced.
Forward this Blog entry
Comments
Larger TTMCs Needed
We need larger TTMCs atleast to accomodate 10 buses at a time. Bus stop can be multifloor something like NewYork Port Authority. Its main aim should be interchange of buses.
TTMC to metro stns
Connecting TTMC's to nearest Metro stations will be critical too..
As in the case of Jayanagar if metro users want to travel towards BTM or JP Nagar..they get down at Metro stn and hop on to a TTMC link to go further on their journey..
TTMCs and the Metro
@blrsri
Connecting TTMC's to nearest Metro stations will be critical too..
The TTMCs and metro station should infact be an integrated structure. In fact all TTMCs lying along the METRO alingment should have been planned in such a way as to have integrated metro stations within them. I don't know if this is the case and whether this has been taken into account while planning. If this is done then it eliminates the need to provide connection mechanisms to metro station that are located in structures away from the TTMCS and making the transer between bus and metro very smooth and hassle free.
Clearly, a coordinated approach to planning the metro and TTMC by single urban transportation planning body seems to be absent.
One more route can be added from every node for Metro
Seeing the above comments, it is easy to add one more bus route from every node (dedicated to one node or shared across multiple nodes depending upon geographic distribution) to the nearest Metro station in the TTMC region.
In the case of dedicated connection, say if there are 10 nodes, we can have say 3-5 buses, say from node 1 - TTMC - Metro Station come back to node 1, travel from node 1 - say node 8 (preferrably it should be the other end border of TTMC), it will give node1 - node 8 direct connectivity, from node - 8 - TTMC - Metro Station.
If TTMC and Metro station are not aligned from a connecting node, we can have nodes directly contacting Metro station with the same algorithm as said above. Having a dedicated bus to each node may not be a viable solution.
Best scenario is having Metro station between node and TTMC. Buses plying from node to TTMC will have to pass through Metro Station and we will get better frequency.
Another way is, TTMC to nearest metro station will have shuttles plying between, we have almost a bus going every 15 minute from TTMC to each node. From TTMC, one can hop on to the shuttle. This is very much true for a remote place at the borders (TTMC regions at the border of Bangalore).
Jayanagar TTMC
Hello
Some of us have visiited the TTMC-Jayanagar and have found bottle necks
I would appreciate if u could let me know the issues and solutions ,so we can approach the authorities
I understand according t o JNNURM norms thhere should not be malls in busstand is it true?
Mukund
Connecting TTMCs & Metro /Mono
Vasanth,
Whilst acknowledging the relevance of various merits /demerits explored by you, I think we also need to actually refer to the city's map with locations for the many upcoming TTMCs & the planned Metro /Mono stations to see how best we could connect various TTMCs to one another & also explore how the planned Mass-transit stations could be connected (Metro Phase 2 also).
This is because the various TTMCs being built are coming up on BMTC held land & as convenient only to BMTC & not in congruence with Mass-transit stations. Thus, it has weaknesses & makes things somewhat difficult for commuters.
It is probable that feeder buses planned for the metro from each station along the metro route will be used to connect to the nearest TTMC. In this case, the complications will be somewhat reduced, but it will involve another transfer for commuters.
Take Jayanagar TTMC - it is quite distant from Jayanagar Metro station & the two modes do not integrate with one another for easy change-over. This trend will continue - the Indiranagar TTMC will not be close to Metro station, the Yeswantapur TTMC will again be quite distant from the Metro station, & so on so forth.
We do not know the Mono routes yet & where the Monorail stations will be located in relation to TTMCs & if they will also include any feeder bus services. We also do not know Metro phase-2 routes yet.
Unless we have all this information in hand, it may be a futile exercise to try to connect the TTMCs since actual road routes will also need to be identified due to the many one-ways.
ttmc
Jayanagar TTMC is in 9th main , 30th cross and metro station is in 5th main ,30 th cross , they are closest station's compare to other stations
My other concern are building shopping malls at TTMC's-which is not in JNNURM funding guidelines . I feel there can be shops for basic needs
Mukund
TTMCs under JNNURM
Mukund,
The links to guidelines for JNNURM are here : JNNURM Guidelines-1 JNNURM Guidelines-2
The above documents are broad guidelines & do not clarify what you ask.
However, check this link : JNNURM Workshop
On page-11, under "Issues in Implementation", one of the sub-items states fllwg :
" Another area of vagueness in the present form of JNNURM is the silence on ways and means of meeting the expenditure of operation and maintenance of the assets created through heavy capital investments "
Thus, there is recognition that assets created through JNNURM funding need money for operational & maintenance costs, & there must be some planning to meet such expenditure. Having some rental spaces, such as shops is one of the easiest ways to raise funds, & is customary abroad in almost all rail & bus terminuses.
Besides, it makes it convenient for commuters if there are shops at bus terminuses.
ttmc
Thanks Naveen
Instead of shopping mall BMTC or RTO can have its offices
-less congestion compared to malls
Mukund
TTMC Mall
Shopping facility for commuters may be desirable at TTMCs located at remote corners where there are no such shopping close-by.
But such usage of space at Jayanagar TTMC which is attached to the Commercial complex is wholly reduntant and cuts into the real needs of commuters' Transport & Traffic facilities as its name implies.
In addition it creates more traffic of non bus commuters increasing the parking problem, congestion and associated other problems.
K.V.Pathy
Plans for more parking around Jaynagar TTMC
http://www.deccanchronicle.com/bengaluru/curtains-landmark-theatre-367
Puttanna theatre and the JanataBazaar is making way for a huge parking space..600 cars I believe..that should take care of parking there..
However 'Park and Ride' might still be a dream from this TTMC.
We have to start somewhere
Naveen, bus routing is flexible, we are not laying a track here like Metro/Mono. We can change the routes as and when these transit point comes up. We have to start somewhere - otherwise if we start waiting for phase 2 Metro, it would take even 5 years. What a TTMC better offer can you is a sheltered bus station where you can change the bus conveniently. Since we already know the location of few TTMCs, bus changing can be done in a bus bay possibly near upcoming TTMCs. Once the TTMCs are fully operational, buses can pass through TTMC.
It is applicable to even a private operator if he is willing to participate as you are discussing on the other thread.
I just feel we should start somehere and there is no point in waiting for Metro Stations, Mono Stations to be finalized - This will go on forever.
I also feel few people will still continue using buses from end to end even though Metro or Mono comes up because of the ease of buses especially for the aged and ladies. We know the hassles of getting into Metro stations, ticketing, escalators or elevators. Also the fares of Buses will be much cheaper compared to Metro / Mono. In other words, bus routes should not be changed or removed saying that Metro is available in this route. This will imbalance the system.
good discssion, another possible approach
I have taken a stab at a document that addresses the public transportation infrastructure in a larger sense at a high level and the various components. Please take a look at the attachment in this post -
http://praja.in/en/blog/blrpraj/2009/09/18/draft-document-detailing-requirements-efficient-public-transport-system