Bangalore Public Transport

From having a single state wide bus operator serving the city in early ninties, public transportation scenario in Bangalore has come a long long way. The city boasts of having the best city bus transport corporation (BMTC), it will get is first Metro rail by end of 2010, and there is talk of monorail and bus rapid transport system (BRTS) as well. There are constant suggestions for South Western Railway to use its lines for running a Commuter Rail System. Last but not the least, a High Speed Railway line, first of its kind, will soon connect central area of Bangalore with the new international airport.

BRTS, Bus Priority or similar concepts for Bangalore

This is a book page to hold together discussions on BRTS (Bus Rapid Transport System), BPS (Bus Priority System) or similar bus based prioritized transporation systems. Please outline any widely read, discussed, or citizen-conducted research type posts under this page.

BRTS for Bangalore: feasibility, suggestions

I was reading through some of the BRTS all over the world both failed and success stories. I wanted to check how feasible to implement this in Bangalore and is there any other alternative to improve the existing system. The major reasons of BRTS failure are:

Underutilized bus lanes: This was one of the Major reasons for Delhi BRTS to fail as the frustrated vehicle owners choose to use this lane.
Difficulty in accessing bus platforms: Commuters faced horrible time to get the bus stops amid heavy traffic in some of the bus junctions.
Cost of the Project: One of the reasons why many corporations hesitate to invest in this.
Location of the Bus Stops: Integrating the Bus Stops with the Metro line was not given priority (Delhi).

Also, we need to always keep in mind that BRTS getting success in one city may fail in another unless the exact requirement of the city is addressed. Every city has different requirements and challenges.

Now, let us see on what our city has or expects out of a BRTS system

We have a huge IT crowd which is dependent on the Bus Transport and majority of the IT hub are connected by Ring Road or nearer to it.(like Manyata Embassy Tech Park, Marthahalli, Bannerghatta Road, Electronic City, Whitefield, etc.,)
Narrow roads and hurdles in widening the road because of
1. Cost
2. Environmental Problems
Positive mentality of the people to use Public Transport: Evident in people participation for Bus Day, Car Pool initiatives etc.,

So we need a bus transport system which addresses the above requirement and also overcomes the difficulties faced by the failed BRTS system. Here are my suggestions to improve the existing Bus Transport system which can eventually lead to a successful BRTS for Bangalore.

1. Integrate Bus Stops with Skywalks/Subways:

This needs to be done on a place where we have a big road and good passenger traffic. Example would be near Software Park like Manyata Embassy Tech Park, Bellandur in Marathahalli. I have drawn a picture which gives an idea.

These kinds of Bus Stops should be planned in a place where we have wide roads, like our Ring road, and with a dedicated bus lane for 250mts (debatable) on either side. This would avoid BMTC drivers shifting lanes near the bus stops and inherently make the right most lane of the Road only for BMTC. This would also inhibit a lane concept for the vehicle users which our traffic police are trying very hard to address.

2. Connecting each Bus Stop with a Camera and display board (ITS):

Any violation of Bus Lane by private vehicle users will be caught on camera and can be penalized. This will also address the security issues in the Bus Stops.

3. Using Bus Cluttering to an advantage:

One of the main problems is bus cluttering. In the heart line of the city there will be buses plying for different routes on the main heart line. So at a time there might be four- five buses in the same bus stop. The 250mtrs bus lane gives us an option to have three to four bus bays where each bus bay is allocated based on the entry of the buses.

4. Cost:

Since this involves only Constructing Bus Stops and integrating with existing/ planned Skywalks/Subways the initial implementation cost will be minimal.

5. Need buses with doors on the Right Side:

The only disadvantage I see the need for buses with doors on Right Side for passenger entry. Well if you consider BMTC’s plan to introduce more buses it should not that much a difficulty to address this.

I went through the blog on Bus Priority System but could not get more details on Priority signals. Praja is doing a wonderful job of giving a platform for every citizen to share their idea, vision and concern for Bangalore.I would like to see more discussion on these topics which helps people of Bangalore.

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Dedicated Bus / High Occupancy Vehicles (HOV) Lane around CBD

We see huge number of Buses passing through some of the CBD Area in Bangalore few of the roads. Despite of that, there is no dedicated lanes for BMTC buses and other High Occupancy Vehicles such as office shuttles. This slows down Public Transport Buses and also leads to accidents such as Buses hitting 2 wheeler leading to fatalities. Many of the roads are just 2 lanes on either sides such as Airport Road which does not allow for dedicated bus lanes. But the same road becomes one way and all 4 lanes are available in a single direction. But this wide road is not properly utilized, single occupancy cars occupy most of the space slowing down High Occupancy Vehicles such as BMTC buses which cannot negotiate traffic like cars due to its size.

This is a Proposal to start dedicated bus lanes on the left side of the road on wide one way roads. Earlier, there were discussions on BPS or Bus Priority System on Praja which has not materialized so far. Following are the roads:

1. Majestic to Corporation Circle via Anand Rao Circle Flyover and KR Circle.

2. Part of Kasturbha Road and Mallya Hospital Road.

3. Residency Road from Richmod Circle to ASC Public School via Garuda Mall & Hosmat Hospital

4. ASC Public School to Richmond Circle on Old Airport Road.

5. Woodlands Hotel on Fort Road till Majestic via Hudson/Corporation Circle.

6. Mantri Mall to 18th Cross on Sampige Road.

7. 18th Cross till KC General Hospital on Margosa Road.

This is not a high speed BRT like Janmarg with level boarding. Existing BMTC buses and company shuttles with a special permission from BTP can start using this.

Attached is the map..

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Dedicated bus lanes - a presentation for BBMP

I made a presentation yesterday to Mr.Subramanya (BBMP Commisioner) at his office about the single bus lane idea. He was quite interested and said he would discuss with his committee and revert. He also agreed very well that the solution was not to build or widen more roads or flyovers. He also mentioned some problems that are being faced with the underpasses construction on Bellary road - the actual costs were much higher than anticipated because numerous problems had cropped up - conduits for sewerage, water, telephone, electricity, etc that were marked incorrectly on admittedly very old drawings that now need to be re-aligned !

[Here is the presentation, prepared with a lot of help from folks and material here on Praja]

The real issue with traffic is that these umpteen measures when implemented actually worsen things - I prefer to call flyover construction or privatization of bus services as short term or stop-gap. The numerous flyovers - have they improved things? If they have for traffic movement, then they have also induced more traffic & bred a new cult of 'trigger' happy drivers, honking away & breaking rules with impunity in their care-a-dam attitudes, increasing alarmingly in nos. as the days pass.

Will privatization of bus services solve all problems? Though it might seem more efficient initially, in the long run, it will breed a new cult of similar drivers with even larger machines since profits will be linked to quicker services, and quicker services will be dependent on the traffic situation in a vicious cycle.

What is the solution? Everybody talks of improvement in public transport, but where & how will it 'localize' traffic to manageable levels, given that their quality & efficiency is dependent on traffic conditions? Today, traffic is a nightmare as there is no 'local' traffic - vehicles ply from one end of the city to the other end, all across & use all available roads.

As I have advocated all along, I very strongly believe that unless bus (be it private or public) is prioritized with lanes - and buses combine with the Metro to offer a better option to get from one end to the other end of Bangalore in quicker time, in more comfort, and at lesser cost - nothing will change.

Only if initiatives that address this are unleashed (& addressing this is not easy) will things come to order as they would sound the death knell for the 2-wheeler, the auto, the SUVs, the mini-buses, the cars. Till then, let's buckle up & drive, & hope we arrive safe !

Is BRTS right for all cities?

I am aware that much needs doing with regards enhancing public transport in all Indian cities. What I am not convinced is whether all cities should have a BRT. Could there be simpler options that are more cost-effective? My answer to this question is a 'yes'.

Again because I have studied and also writtent to Pune authorities, I make an example of Pune. The reason for sharing this is to help avert similar mistakes elsewhere.

In Pune, almost a dozen roads are identified as BRT routes (most need expenses on road widening first). Oddly the Average length of BRTS routes in Pune = 2.8 miles or 4.5 km. It does not need a genius to understand that BRTS is about speed and reliability. If one travels 8km at 30 km per hour it takes 16 minutes or 8 minutes at 60km / hour. Simple maths suggests that for short distances speed never matters. So for 4.5 km by buses travelling at 60 and not 30 we will save 4 minutes only.

The BRT routes in Pune are dis-continuous and spread out. Thus to get to a BRT route (or travel in between two BRT routes) one needs using good old broken down PMT or travel in ricks.

Strangely in Pune, over 50% of commute on 9 out of these dozen odd identified BRT routes is already on PMT buses!! Further, BRT models vary and we seem to opt for buses plying in the centre of the roads rather than periphery. This is costly in many ways. It means needing investment in overhead walkways or subways. Unless you re-design the south American model, you will have buses with doors to their right (useless on all other routes). These two points suggest that money should first be spent on reforming PMT and not BRT. JNNURM money is given with precondition of reforms and can be used for any purpose and not just BRT.

A BRT without a good basic bus service netwrok covering non-BRT routes is useless. This makes Mumbai a city which is ready for BRT thanks to its superb BEST service. Yet, Pune, a stones throw away have refused to study the BEST model. Equally Mumbai is best suited to gain from using cost-effective London model where bus lanes are in use on each road with an ability to have them. This is in contrast to 100m wide roads which are a must for BRT.

I procured and sent a copy of the CD titled - Bus Priority: The way Ahead, Published by the Department of Transport, UK to Pune Municipal Commissioner. A summary of the contents of the CD on Bus Priority is available as a download from http://better.pune.googlepages.com/Bus_Priority_Pune.pdf

Readers will see that there are many models experimented and in use in UK (and indeed worldwide). Pune made the mistake of commissioning feasability study of BRT in Pune. The question asked should have been - which model will best serve Pune?

Trust this helps those interested in different models of public transport. Other views and opinions are welcome.

Money saved is money earned. Though our economy is growing, this vast country with a billion people have many other needs - education / healthcare to name a few. Grand projects (like may ill planned flyovers) should be welcomed with great caution as money will be needed in areas other than infrastructure.

ASJ

Lobby for BRT in Bangalore - focus Big10, Circle routes?

First things first. If you don't like BRT, think it absolutely can't be done, please keep out, and discuss on other posts. This thread is for those who think that BRT in some sort or form (dedicated corridors, only at some places, or priority signals, or bus only magic boxes, or whatever) is needed for Bangalore, and can possibly be done. We have discussed the subject a lot over past 2 years and have defined BRT as whatever means and ways to prioratize or streamline bus movement over private vehicles.

Next, there are ot of theories possible on what routes. There would be 20 good ones to debate between. But since one theory is already under implementation via Big10 and Circles, it is better to fit BRT proposals what is already in the works at BMTC. See images (click to see original pics on BTIS website)

Some Big10 corridors already have Metro or Elevated roads on them, may be starting with the ones that don't have any mass transit plans right on them right now may work better. Old Airport Road, Bellary Road (leave HSRL), Hennur Road, look like candidates.

Another map from BTIS website showing Big10 and Circle routes together. (click to enlarge)

Bangalore Transportation: Research and Reports

A lot of research and study work has been done to analyze Bangalore's transportation situation and requirements. The most recent and popular one was a Comprehensive Traffic and Transportation Study (CTTS) done by RITES. This study produced a report-cum-plan in 2007 which is referred to as Comprehensive Traffic and Transportation Plan, or CTTP-2007.

Bangalore CTTP 2007

Comprehensive Traffic and Transportation Plan for Bangalore

TABLE OF CONTENTS

EXECUTIVE SUMMARY

CHAPTER – 1 INTRODUCTION (PDF 6MB)
1.1 GENERAL BACKGROUND
1.2 PHYSICAL CHARACTERISTICS
1.3 DEMOGRAPHIC AND SOCIO-ECONOMIC CHARACTERISTICS
1.4 TRANSPORT NETWORK
1.5 GROWTH OF MOTOR VEHICLES
1.6 THE BANGLORE METROPOLITAN REGION
1.7 URBAN LAND USE STRUCTURE FOR BMA
1.8 BANGALORE MYSORE INFRASTRUCTURE CORRIDOR AREA PLANNING AUTHROITY (BMICAPA)
1.9 EARLIER STUDIES
1.10 NEED FOR THE COMPREHENSIVE TRAFIC AND TRANSPORTATION PLAN

CHAPTER – 2 STUDY OBJECTIVES AND METHODOLOGY
2.1 STUDY GOALS
2.2 OBJECTIVES OF THE STUDY
2.3 SCOPE OF THE STUDY
2.4. STUDY METHODOLOGY

CHAPTER – 3 EXISTING TRAFFIC AND TRAVEL CHARACTERISTICS (PDF)
3.1 INTRODUCTION
3.2 PRIMARY TRAFFIC AND TRAVEL SURVEYS
3.3 TRAFFIC ZONE DELINEATION
3.4 ZONAL POPULATION
3.5 TRAFFIC CHARACTERISTICS
3.6 SOCIO-ECONOMIC AND TRAVEL CHARACTERISTICS
3.7 PEDESTRIAN TRAFFIC CHARACTERISTICS
3.8 PARKING CHARACTERISTCS
3.9 SPEED & DELAY STUDY
3.10 PUBLIC TRANSPORT SURVEY
3.11 TRAFFIC MANAGEMENT
3.12 ROAD ACCIDENTS
3.13 PROBLEMS AND ISSUES

CHAPTER – 4 DEVELOPMENT OF OPERATIONAL TRAVEL DEMAND MODEL (PDF)
4.1 INTRODUCTION
4.2 METHODOLOGY FOR MODEL DEVELOPMENT
4.3 TRIP GENERATION
4.4 TRIP ATTRACTION
4.5 BASE YEAR NETWORK DEVELOPMENT
4.6 GENERALIZED COST
4.7 CALIBRATION AND VALIDATION OF OBSERVED MODELS
4.8 CONCLUSIONS

CHAPTER – 5 STRATEGY FOR TRANSPORT DEVELOPMENT
5.1 NATIONAL URBAN TRANSPORT POLICY
5.2 GROUND REALITIES VS URBAN TRANSPORT POLICY
5.3 VISION
5.4 OBSERVATIONS
5.5 THE PREFERRED STRATEGY FOR TRANSPORT DEVELOPMENT

CHAPTER – 6 FUTURE DEMAND ANALYSIS AND SYSTEM SELECTION (PDF)
6.1 FUTURE GROWTH SCENARIO
6.2 DO MINIMUM SCENARIO
6.3 SCENARIO 2
6.4 SCENARIO 3
6.5 RECOMMENDED SCENARIO
6.6 SYSTEM SELECTION
6.7 SUGGESTED MASS TRANSPORT SYSTEMS FOR BANGALORE

CHAPTER – 7 THE TRAFFIC AND TRANSPORTATION PLAN
7.1 COMPONENTS OF THE TRAFFIC AND TRANSPORTATION PLAN
7.2 MASS TRANSPORT SYSTEM
7.3 THE METRO NETWORK SYSTEM
7.4 MONO RAIL / LIGHT RAPID TRANSIT SYSTEM (LRT)
7.5 COMMUTER RAIL SYSTEM (CRS)
7.6 BRT SYSTEM
7.7 AUGMENTATION AND IMPROVEMENT IN CITY BUS SYSTEM
7.8 INTEGRATED MULTIMODAL TRNASIT CENTRES – CUM - INTERCITY BUS TERMINALS
7.9 ROAD INFRASTRUCTURE
7.10 INTER-MODAL INTERCHANGES
7.11 NON- MOTORISED MODES
7.12 PARKING
7.13 FREIGHT MOVEMENT
7.14 DEMAND CONTROL
7.15 TRANSPORT SYSTEM MANAGEMENT - B-TRAC 2010

CHAPTER – 8 TRANSPORT INTEGRATION
8.1 NEED
8.2 INTEGRATION OF MODES
8.3 FEEDER SERVICES
8.4 INTER-CHANGE FACILITIES
8.5 OPERATIONAL INTEGRATION

CHAPTER – 9 COST ESTIMATES, PHASING AND FINANCING PLAN (PDF)
9.1 UNIT RATES
9.2 COST ESTIMATES OF PROPOSALS AND PHASING OF IMPLEMENTATION
9.3 FINANCING PLAN
9.4 FUNDING OF INFRASTRUCTURE THROUGH DEVELOPMENT, CONVERSION AND INFRASTRUCTURE DEVELOPMENT CHARGES

CHAPTER – 10 INSTITUTIONAL DEVELOPMENT (PDF)
10.1 REGIONAL PLANNING
10.2 AGENCIES INVOLVED IN CIVIC WORKS
10.3 ROLE OF VARIOUS TRANSPORTATION AGENCIES
10.4. NEED FOR UNIFIED METROPOLITAN TRANSPORT AUTHORITY
10.5 DIRECTORATE OF URBAN LAND TRANSPORT
10.6 BANGALORE METROPOLITAN LAND TRANSPORT AUTHORITY
10.7 TRANSPORT PLANNING UNIT (TPU)
10.8 TRAFFIC ENGINEERING CELLS (TEC)

CTTP Bangalore Executive Summary

Comprehensive Traffic and Transportation Plan For Bangalore - CTTP Bangalore
Karnataka Urban Infrastructure Development And Finance Corporation

Executive Summary
RITES Ltd. Oct 2007

The core content is in section 4 and includes executive summary & descriptive maps of mass transport, TTMCs & Parking, Road and Freight complexes and pedestrian zones and facilities proposed in the CTTP.

You can download the complete document from the kuidfc website (20 MB)

You can also quickly see the content of the executive summary and the main details of the document by following the links below:

1. Problems And Issues

1. PROBLEMS AND ISSUES
1.1 Bangalore population has been growing at a rate of 3.25% per year in the last decade. There has been a phenomenal growth in the population of vehicles as well especially the two and four wheelers in this period due to rising household incomes. The number of motor vehicles registered has already crossed 28 lakhs. In the absence of adequate public transport system, people are using the personalized modes which is not only leading to congestion on limited road network but also increasing environmental pollution. An average Bangalorean spends more than 240 hours stuck in traffic every year. Such delays result in loss of productivity, reduced air quality, reduced quality of life, and increased costs for services and goods

1.2 The analysis of collected data from primary and secondary sources has brought the following major issues regarding the transport system of Bangalore:
1) Road network capacity is inadequate. Most of the major roads are with four lane or less with limited scope of their widening. This indicates the need for judicious use of available road space. The junctions are closely spaced on many roads. Many junctions in core area are with 5 legs. This makes traffic circulation difficult. There is need to optimise the available capacity by adopting transport system management measures and by making use of intelligent transportation systems.
2) Traffic composition on roads indicates very high share of two wheelers. The share of cars is also growing. This indicates inadequate public transport system. V/C ratios on most of the roads are more than 1. Overall average traffic speed is about 13.5 kmph in peak hour. This not only indicates the need of augmenting road capacity but the also to plan high capacity mass transport systems on many corridors.
3) Outer cordon surveys indicate high through traffic to the city. This points to the need of road bypasses not only for Bangalore Metropolitan Area (BMA) but also for Bangalore Metropolitan Region (BMR). High goods traffic also indicates the need of freight terminals at the periphery of the city.
4) The household travel surveys indicate high share of work trips. This segment of travel demand needs to be mostly satisfied by public transport system. Considering the large employment centres being planned in the BMA, the public/mass transport system needs to be upgraded/extended substantially.
5) At present, modal split in favour of public transport is about 46% (exclusive of walk trips). The trends show a decline in this share over the last two decades. This is further expected to fall unless adequate and quality public transport system is provided to the people of Bangalore. Share of two wheelers and cars in travel demand is disturbingly high. This trend needs to be arrested.
6) There is high pedestrian traffic in core area and some other areas in Bangalore. Footpath facilities are generally not adequate and their condition is deteriorating. Therefore up gradation of their facilities is very important. Share of cycle traffic has declined over the years. This mode of transport needs to be promoted by providing cycle tracks along the roads.
7) Parking is assuming critical dimensions in Bangalore. Parking facilities need to be augmented substantially. In the long run, city-wide public transport system needs to provide not only to reduce congestion on roads but also to reduce parking demand.
8) Area of the BMA has been increased as per Revised Master Plan-2015. This plan has provided for densification of existing areas, Mutation corridors, hitech areas etc in various parts of the city. This likely to have a major impact on traffic demand. The transport network including mass transport system needs to be planned taking the proposed development in to consideration.
9) Major developments have been proposed in the suburban towns of Bangalore by BMRDA in the BMR. This is likely to increase interaction between Bangalore and these suburban towns. There will be need to provide commuter rail services to these towns from Bangalore.

1.3 Thus while planning for the transport system of Bangalore, the above problems and issues need to be kept in consideration. The issues relating to traffic and transportation in a large and growing city like Bangalore need to be viewed in the larger perspective of urban planning and development. Issues relating to land use planning and development control, public-private transportation policy and industrial location would need to be integrated at the perspective planning level. With Metro Rail under implementation there is the need to coordinate inter modal transport issues.

2. The Preferred Strategy For Transport Development

2. THE PREFERRED STRATEGY FOR TRANSPORT DEVELOPMENT

In order to prepare the Comprehensive Transport Plan the following policy measures have been considered:

a) Extension of mass transport system to provide wide coverage and transport integration with other modes of transport.

b) Provide substantially large network of medium level mass transport system such as BRT to cover the areas beyond the Metro network and on over loaded corridors.

c) Landuse adjustments and densification of corridors along mass transport corridors where possible.

d) Extension of commuter rail system upto the BMRDA’s New Townships & beyond upto Tumkur, Hosur etc. to act as sub-urban services.

e) Rationalisation of local bus system and its augmentation.

f) Improvement in traffic management through TSM measures.

g) Special facilities for pedestrians within the entire network specially in the core areas; pedestrianisation of selected shopping streets in side the core area going to be served by Metro. Provision of pedestrian sky walks/subways, footpaths and road furniture along the roads where necessary.

h) Diverting through traffic on Peripheral Ring Road. Providing transport hubs at the junctions of Peripheral Ring Road with important radials such as; the National Highways and other heavily loaded roads.

i) Improving primary, arterial and other important roads (particularly radial and ring roads) by providing grade separation, junction improvements, adding missing links, widening and other road side facilities wherever necessary.

3. Transport Demand Analysis

3. TRANSPORT DEMAND ANALYSIS
3.1 Population of the BMA is expected to increase from 61 lakh in 2001 to 88 lakh in 2015 and 122 lakh in 2025. Considering proposed land use, transport sector requirements upto 2025 have been assessed using travel demand modeling. The transport sector recommendations contained in the Master Plan for BMA, city development plan proposed by Bruhat Bangalore Mahanagara Palike (BBMP) under the auspices of Jawaharlal Nehru National Urban Renewal Mission (JNNURM), region development plan prepared by Bangalore Metropolitan Regional Development Authority (BMRDA), development plans of Bangalore International Airport Area Planning Authority (BIAAPA) and Bangalore-Mysore Infrastructure Corridor Area Planning Authority (BMICAPA) have been examined.

3.2 For the purpose of transport demand analysis, various scenarios have been considered as follows.
Scenario 1: This scenario considers a ‘do minimum’ situation wherein Improvement & augmentation in existing system for the bus network and roads already proposed. The purpose of the scenario is to capture the intensity of the problem if no measures are taken to overhaul the transport system in the city
Scenario 2: in addition to what has been considered in scenario 1, scenario 2 considers the implementation of metro project as planned, a mono rail system covering 50 km, a BRT system covering 30km, commuter rail system covering 62 km, elevated core ring road of 30 km, a peripheral ring road of 114 km and intermediate ring road of 188 km as proposed IN Master Plan.
Scenario 3: this scenario is developed to address the anticipated demand with extensive public transport system as the focus for development. It is developed upon scenario 2 with additional lines of mass transport systems (about 650 km).

3.3 127 lakh person trips by mechanical modes are estimated to be generated in 2025 against 56 lakh in 2006. Present modal split of 46% in favour of public transport is estimated to fall to 29% by 2025 for scenario 1. Thus most of the trips would be undertaken by personalised modes creating unbearable congested conditions. For scenario 2, modal split in favour of public transport is expected to improve to 50% by 2025. However, this is also not enough for the city of size of Bangalore and many roads would still be overloaded. For scenario 3, the modal split in favour of public transport is estimated as 73%. This modal split is in conformity with the desirable modal split for the city of size of Bangalore as recommended by a Study Group of Government of India. The study, thus, recommends scenario 3 that would fulfill the objectives of the transport sector development integrated with the proposed land use and giving predominance to the public transport system.

4. The Proposed Traffic And Transportation Plan

4. THE PROPOSED TRAFFIC AND TRANSPORTATION PLAN
4.1 On the basis of projected traffic, an integrated multi-modal mass transport system plan on various corridors has been suggested in order to cater to traffic up to the year 2025. The mass transport systems have been proposed on various corridors considering expected traffic demand by 2025, available road right-ofways and system capacity. The balance traffic should be carried by road system in order to satisfy the needs of normal bus system and other modes such as two wheelers, cars, bicycles, trucks, pedestrians etc. The proposed Traffic and Transportation Plan for Bangalore contains the following types of proposals, which will cater to requirements of the projected travel demand up to the year 2025.

*Mass Transport System
-- Metro System
-- Monorail/LRT System
-- Bus Rapid Transport (BRT) System
-- Commuter Rail Services
*City Bus System
-- Augmentation of Bus Fleet
-- Grid Routes
-- Bus Terminal cum Traffic & Transit Management Centres (TTMC)
-- Volvo Depot cum Traffic & Transit centre
-- New Bus Stations/bus shelters
-- Additional Depots
-- IT Infrastructure
-- HRD Infrastructure
-- Environment Protection Projects
*Inter-city Bus Terminals
*Transport Integration
*Transport System Management Measures
*Pedestrian/NMT Facilities
-- Footpaths
-- Skywalks/Subways
-- Pedestrian zones
-- Cycle Tracks
*Road Development Plan
-- New Roads/Missing Links (Peripheral Ring Road, Core Ring Road, New Airport Expressway etc).
-- Road Widenings
-- Grade Separators
-- Re-alignment of Outer Ring Road
*Parking Facilities
*Integrated Freight Complexes

4.2 Integrated multi modal transport system has been recommended in order to ensure seamless travel. For the balance travel demand, road improvement proposals have been formulated. While making road proposals, entire corridor has been proposed to be improved instead of isolated improvements.

4.3 The proposed mass transport corridors are shown in Table 1 and Figure 1. Proposals pertaining to city bus system (other than BRT), parking, pedestrian and road improvement proposals are shown in Figures 2 -4 (below). Summary of proposals is given in Table 2.

4.4 Summary of the cost estimates for various projects is also given in Table 2. Overall cost of the entire plan is estimated as Rs 44,029 crore of which Rs 25,872 crore is proposed for Phase I (2007-12). Cost of the projects proposed in Phase II (2013-18) is Rs 17,017 crore.

Table 1 Proposed Mass Transport Corridors

Table 1 Proposed Mass Transport Corridors

Metro Corridors
Total length: 137.0 km
1) Baiyyappanahalli to Mysore Road East-West Corridor 18.0
2) Peenya to R.V terminal North-South Corridor 18.8
3) Extension of North –South corridor from R.V. Terminal upto PRR 10.2
4) Baiyyappanahalli to Benniganahalli along Old Madras Road. 1.5
5) Yelahanka R.S to PRR via Nagavara , Electronic City 36.0
6) Indira Nagar Metro Stn to White field Railway Station via 100ft Indira Nagar Road 19.5
7) Proposed Devanhalli Airport to M.G.Road via Bellary Road 33.0

Monorail/LRT Corridors
Total Length 60 km
1) Hebbal to J.P. Nagar (Bannerghatta Road) along the western portion of outer ring road 31.0
2) PRR to Toll Gate along Magadi Road 9.0
3) Kathriguppe Road / Ring Road Junction to National College 5.0
4) Hosur Road - Bannerghatta Road Junction to PRR along Bannerghatta Road 15.0

Commuter Rail Corridors
Total Length 204.0 km
1) Kengeri - Bangalore City Station 13.0
2) Bangalore City Station - Whitefield 24.0
3) Bangalore City Station – Baiyyappanahalli Via Lottegollahalli 23.0
4) Lottegollahalli to Yelahanka 7.0
5) Banaswadi upto BMA Boundary 29.0
6) Kengeri- BMA Boundary 9.0
7) Yeshwantpur to BMA Boundary 14.0
8) BMA Boundary – Hosur 12.0
9) BMA Boundary- Ramanagaram 23.0
10) BMA Boundary to Tumkur 50.0

Bus Rapid Transit (BRT) Corridors
Total Length 291.5
1) Hebbal to Bannerghatta Road along eastern crescent of outer ring road 33.0
2) Benniganahalli (ORR) to PRR along old Madras Road 7.0
3) From ORR to Hosur Rd along Hi-tech Corridor 8.0
4) Hosur Road to Tumkur Road along PRR (western part) 41.0
5) Tumkur Road-PRR Junction to Hosur Road along PRR via Tirumanahalli, Old Madras Road, Whitefield 76.0
6) Along Core Ring Road 30.0
7) Vidyaranyapura to Nagavarapalya via Hebbal, Jayamahal Road, Queens Road, M.G. Road, Ulsoor, Indiranagar, CV Raman Nagar 29.0
8) Kengeri Sattelite Town to J.P. Nagar along Uttarahalli Road, Kodipur 13.0
9) Banashankari III stage to Banashankari VI stage Ext. along Ittumadu Road, Turahalli, Thalaghattapura 6.0
10) Domlur Ext. to Koramangala along inner ring road 5.0
11) PRR (Mulur) to Maruti Ngr. (up to Hitech corridor) along Sarjapur Road 7.0
12) Peenya to PRR along Tumkur Road 6.0
13) Old Madras Road near Indiranagar to ORR near Banaswadi along Baiyyappanahalli Road -Banaswadi Road 5.5
14) Hebbal to Devanahalli Airport along Bellary Road 25

Table 2 Summary Of Proposed Projects And Cost Estimates

Figure 1 Mass Transport Corridors

Figure 1 Mass Transport Corridors
(click on images for higher resolution)

Full View

Zoom In on CBD

Figure 2 TTMC & Parking

Figure 2 TTMC & Parking
(Click on the image for higher resolution)

Figure 3 Road Proposal & Integrated Frieght Complexes

Figure 3 Road Proposal & Integrated Frieght Complexes
(click on image for higher resolution)

List of Grade Separators

Grade Seperators-Roads
1 Hudson Circle- N.R.Road Under pass
2 Cauvery Theatre Junction-Bellary Road Grade separator
3 Minerva circle-J.C.Road Fly over
4 Nagavara Junction Along ORR Flyover
5 Hennur Banasvadi along ORR underpass
6 Sarjapur Road & ORR Jn. Along ORR flyover near Ibbalur
7 On ORR Jn. Along ORR near Agara flyover
8 Flyover along Hosur Road near Check post
9 Hosur Road-Inner Ring Road along Hosur Road fly over
10 Additional slip road at CSB intersection
11 Hosur Road Grade separator @ Attibelle
12 Along 16 main BTM Layout underpass
13 Puttenahalli along ORR underpass
14 Kanakapura Road & ORR Jn. Along ORR flyover
15 Kadirenahalli Road & ORR Jn. along ORR flyover
16 Flyover on RV road near RV Teacher College
17 Tagore Circle underpass on Gandhi Bazaar Main Road
18 Tumkur Road & ORR Junction along ORR Grade separator
19 Flyover along NH 4 at Jalahalli Cross
20 Underpass along pipeline road near Ayyappa Temple
21 Grade separator along Guttahalli Main Road near Guttahalli Circle
22 Grade separator at Yeshwantpur Circle near Bus Station
23 Bridge at Gali Anjaneya Junction
24 Grade separator at Malleshwaram Circle
25 Underpass at Prof. CN Rao Circle
26 Underpass along Chord Road at Magadi Road & Chord Road Junction
27 Underpass along ORR at ORR and Banaswadi Ramamurthy Nagar Road Junction
28 Grade separator at ORR & Magadi Road Junction

Road Over Bridges / RUBs-Rail
29 ROB along MES Road near Jalahalli
30 Underpass along Link Road Connecting D Rajagopal Road & Kodigehalli Road
31 Ashoka Theatre - Pottery Road
32 Nagavara-Arabic College Road
33 Kasturinagar-Chikka-Banaswadi Road
34 Baiyyappanahalli Road
35 Kadugondanahalli Railway line along Nagavara Main Road
36 Hudi Main Road near Whitefield Railway Station
37 Construction of ORR connecting Mysore Road to Magadi Road including underpass across Bangalore Mysore Rly Line
38 Along settihalli main Road
39 Along S M Road near Gurudwara
40 Along Koigehalli Main Road near Kodigehalli Rly Stn
41 Along Hesaraghatta Main Road
42 Near Tanisandra Rly Stn
43 Along Kundalahalli Road at Kundalahalli gate.
44 Along Varthur Road near Lakshmi Layout
45 Along Panathur Main Road near Bellandur Rly Stn
46 Along Sarjapur Road

Elevated Roads
47 Elevated Road From Sirsi Circle to ORR on Mysore Road (6.0 Km)
48 Elevated Road on Hosur Road (10.5 Km)

Figure 4 Pedestrian Facilities

Figure 4 Pedestrian Facilities

(click on images for higher resolution)

Locations of Sky Walks / Sub-Ways
1. Cauvery Bhavan to Education Department Building and to Law College to Mysore Bank crossing KG Road on State Bank Junction
2. Opposite NTI connecting Guttahalli Road and Palace (opposite Bus Stop) on Sankey Road
3. Arya Bhavan Sweets to Kanthi Sweet to Himalaya Theatre, crossing KG Road
4. Lalbagh Main Gate (Javaraiah Circle)
5. Bannerghatta Road near Jayadeva Hospital
6. BMTC Main Bus Stand to Amar Lodge Building in Majestic Area
7. KSRTC Kempegowda Bus Station to BMTC Main Bus Station
8. At Kengeri Bus Stand, Mysore Road
9. At Byatarayanapura on Bellary Road (near Junction of BBMP office complex)
10. BMTC Main Bus Station to Railway Station Premises
11. Shanthala Silk House to KSRTC Main Bus Station and to Good-Shed Road
12. RNS Motors, Tumkur road
13. Jalahalli Circle, Tumkur Road
14. Near Webb junction
15. Near Kamakhya, Kathriguppe Ring Road
16. Gandhi Bazaar Main Road
17. On Vittal Mallya Road near Mallya Hospital
18. Sheshadri Road near Maharani College
19. On JC Road near Ravindra Kala Kshetra
20. On Hosur Main Road near Madivala Check post
21. On Raja Ram Mohan Roy Road, near Pallavi theatre
22. On Richmond Road near D’Souza Circle
23. On Race Course Road near Chalukya Hotel
24. On Commissariat Street near Garuda Mall
25. On Residency Road near Mayo Hall
26. On Kamaraj Road near Commercial Street
27. Near Indira Nagar 100 feet Road & Water Tank junction on Airport Road
28. On Hosur Road(Near Forum)
29. On Tumkur Road, near SMS Railway Junction
30. On Air Port Road, Marath Halli at Village Road.
31. On Air Port Road, Marath Halli at Junction of Under Pass ORR
32. K.R. Puram Bus Stand
33. Bharatiya Vidya Bhavan, Devaraj Urs Road
34. On Hosur Road “T” Junction with Tavarekere Main Road (Opposite Sai Sadan & Prestige Acropolis) (High Rise Apartments Condominium)
35. Mission Road at the foot of Fly over
36. Vidhana Veedhi near M S Building
37. Tumkur Road near Yeshwantpur Circle
38. At South End Circle
39. Malleshwaram 5th cross
40. Double Road opposite Shanthi Nagar bus station
41. City Market additional arm to be added to existing underpass
42. 30 no. Sky –walks / Sub-Ways along the eastern crescent of the ORR

5. Institutional Strengthening

5. INSTITUTIONAL STRENGTHENING
5.1 The current structure of governance for the transport sector is not adequately equipped to deal with the problems of urban transport. Multiplicity of organizations, independent legislations and inherent conflict in the roles and responsibilities of stakeholders actually impede in the process of planning and implementation of major schemes aimed at development. Government of Karnataka has recently accorded sanction for the creation of State Directorate of Urban Land Transport (DULT) under the Urban Development Department with the intended objective of ensuring integration of transport planning and development of transport infrastructure in urban areas. The government has also sanctioned setting up of Bangalore Metropolitan Land Transport Authority (BMLTA) for BMR. BMLTA will function as an umbrella organization to coordinate planning and implementation of urban transport programmes and projects. All land transport systems (excluding Railways) in the BMR will be brought under the purview of BMLTA. Therefore it is important that BMLTA is established at the earliest with statutory backing and adequate technical staff provided for this organization. It is also important that BMLTA is also given with the power to assign various projects to various organizations. All the finances to the concerned organizations should also be routed through BMLTA in order to make BMLTA effective and to ensure timely completion of projects.

5.2 Transport Planning is an essential component of town planning. Presently there is no proper technical body for required transport planning inputs. It is necessary that technical expertise is created within BDA and BMRDA to undertake this task. For the purpose Transport Planning Unit (TPU) is proposed to be established in BDA and BMRDA.

5.3 A large number of agencies deal with road system such as BBMP, BDA, Traffic Police, PWD, NHAI, BMRDA, Transport Department, KUIDFC, BMRCL, BMTC, BMLTA etc. There are numerous issues of proper road geometrics, traffic circulation, junction design, traffic signals, road signs/markings, street furniture etc which are not properly attended to by these agencies due to lack of traffic engineering expertise. Traffic planning is a continuous affair. It is therefore important that Traffic Engineering Cells are established in these organizations with qualified and adequate staff such as traffic engineers and transport planners. This will ensure that the traffic schemes are properly implemented with better results and fine-tuned later, if necessary. This will go a long way to improve traffic flow in Bangalore. As bus system will continue to be an important sub-system in future also, it is also important that BMTC is adequately strengthened through its HRD initiatives.

Chapter–1 Introduction

CHAPTER – 1 INTRODUCTION

Download chapter 1 external link pdf 6MB

Chapter–2 Study Objectives And Methodology

STUDY OBJECTIVES AND METHODOLOGY

2.1 STUDY GOALS
The present study goals include:
i) Development of transportation network to achieve convenient and cost effective accessibility to places of employment and education for the next 20 years;
ii) Optimal utilization of funds and human resources.

2.2 OBJECTIVES OF THE STUDY
i) Identify travel pattern of residents of the local planning area of Bangalore which is co-terminus with the territorial jurisdiction of Bangalore Development Authority (BDA);
ii) Select, develop and operationalise an Urban Transport Planning model using state of the art modeling techniques and software package, appropriate to the conditions and planning needs of the study area;
iii) Assess the relevance of the existing strategy, identify the consequences of pursuing alternative transportation strategies and recommend / update a long – term comprehensive transportation strategy for the study area up to 2025 (2015 and 2025);
iv) Identify for all modes, a phased program of appropriate and affordable investments and policy proposals; and also integration of various modes of mass transits.
v) Help strengthen transport planning skills, and transfer all data, planning model/tools and knowledge obtained through the study to KUIDFC and other agencies such as BDA, BMTC, KSRTC, South Western Railway, BMRTL, Traffic Police, etc.
vi) Strategize transport policy as an integrate part of urban planning
vii) Recommend institutional mechanism for inter agency co-ordination
viii) Assess existing infrastructure and forecast requirement - short term and long term.

2.3 SCOPE OF THE STUDY
In line with the specific objectives of the study described above, the scope of work is divided roughly into the following areas of activities as follows.
i) Collecting household, land use, and travel demand data
ii) Development and operation of an urban transport model
iii) Formulation of transport strategy and institutional mechanism;
iv) Identification of a phased program of transport investments and management proposals; and
v) Training and knowledge transfer to the concerned agencies

2.4. STUDY METHODOLOGY
The adopted study methodology to achieve the set objectives and scope is given in Figure 2.1. The study methodology adopted can be broadly divided in to five stages.

Stage 1:
Finalisation of study methods
-- Secondary data collection and analysis.
-- Finalization of zone plans and hierarchy of zones
-- Detailed sampling basis and questionnaires for Household interviews, Business interviews and Roadside interviews.
-- Base road and public transport network survey.
-- Draw up Proposal for traffic surveys like speed- flow, parking, traffic counts, network inventory, and their analysis.
-- Required computer program suites etc.
Stage 2:
The second stage was the collection of information, and review of existing transport scenario. In order to collect various travel information following surveys were conducted.
-- Household interviews
-- Roadside interview surveys
-- Public transport surveys
-- Traffic surveys
-- Road network inventory
-- Speed and delay studies
The data so collected was analyzed and validated to the existing traffic scenario which forms an input to the transport models.
Stage 3:
Development of detailed operational model forms the fourth stage of the study, this included
-- Development of observed trip matrices
-- Calibrate and validate trip end models
-- Formulation of projects necessary to fulfill the requirement of master plan using forecast models
-- Calibration and validation of trip distribution – modal split model
-- Validation of Assignment models and running them for different schemes/combination of facilities
-- Formulation of management policies
Stage 4:
The fourth stage involved development of Transport Strategy for Bangalore
-- Taking stock of current situation of Bangalore – Urban Transport Policy, Economic growth, current initiative, land use plans both existing and proposed etc.,
-- Analyzing the traffic situation in terms of present situation and constraints and future growth.
-- Proposed land use based on the newly prepared Master Plan.
-- Analyzing the transportation demand vis-à-vis the supply and the constraints.
-- Analyzing the present institutional arrangement and future requirement.
Stage 5:
The fifth and the final stage of CTTS study involve the following:
-- Development of various strategies to address the transport requirements
-- Evaluation of strategies based on selected criteria (mobility, congestion, safety, environmental and economic) and recommendation of suitable strategy
-- Drawing up a Transport Plan for BMA and investment requirements
-- Preparation of investment program for various schemes in operational plan,
-- Carrying out a financial analysis of the proposals identified for Implementation in regard to implementing agencies with funding options
-- Carrying out economic analysis for the recommended strategy to establish viability
-- Recommending Organizational set up and institutional arrangement for implementation of plan.

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Chapter–3 Existing Traffic And Travel Characteristics

CHAPTER – 3 EXISTING TRAFFIC AND TRAVEL CHARACTERISTICS

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Chapter–4 Development Of Operational Travel Demand Model

CHAPTER – 4 DEVELOPMENT OF OPERATIONAL TRAVEL DEMAND MODEL

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Chapter–5 Strategy For Transport Development

CHAPTER – 5
STRATEGY FOR TRANSPORT DEVELOPMENT

5.1 NATIONAL URBAN TRANSPORT POLICY
5.2 GROUND REALITIES VS URBAN TRANSPORT POLICY
5.3 VISION
5.4 OBSERVATIONS
5.5 THE PREFERRED STRATEGY FOR TRANSPORT DEVELOPMENT

5.1 NATIONAL URBAN TRANSPORT POLICY

5.1.1 The Government of India has evolved a policy to overcome the problem of poor mobility which dampens the economic growth and deterioration in the quality of life. The approach is to deal with this rapidly growing problem as also it can offer a clear direction and a framework for future action.
The vision of this policy is:
-- To recognize that people occupy center-stage in our cities and all plans would be for their common benefit and well being
-- To make our cities the most livable in the world and enable them to become the “engines of economic growth” that power India’s development in the 21st century
-- To allow our cities to evolve into an urban form that is best suited for the unique geography of their locations and is best placed to support the main social and economic activities that take place in the city.

5.1.2 The objective of this policy is to ensure safe, affordable, quick, comfortable, reliable and sustainable access for the growing number of city residents to jobs, education, recreation and such other needs within our cities. This is sought to be achieved by:
--Incorporating urban transportation as an important parameter at the urban planning stage rather than being a consequential requirement
--Encouraging integrated land use and transport planning in all cities so that travel distances are minimized and access to livelihoods, education, and other social needs, especially for the marginal segments of the urban population is improved
--Improving access of business to markets and the various factors of production
--Bringing about a more equitable allocation of road space with people, rather than vehicles, as its main focus
--Encourage greater use of public transport and non- motorized modes by offering Central financial assistance for this purpose
--Enabling the establishment of quality focused multi-modal public transport systems that are well integrated, providing seamless travel across modes
--Establishing effective regulatory and enforcement mechanisms that allow a level playing field for all operators of transport services and enhanced safety for the transport system users
--Establishing institutional mechanisms for enhanced coordination in the planning and management of transport systems
--Introducing Intelligent Transport Systems for traffic management
--Addressing concerns of road safety and trauma response
--Reducing pollution levels through changes in traveling practices, better enforcement, stricter norms, technological improvements, etc.
--Building capacity (institutional and manpower) to plan for sustainable urban transport and establishing knowledge management system that would service the needs of all urban transport professionals, such as planners, researchers, teachers, students, etc
--Promoting the use of cleaner technologies
--Raising finances, through innovative mechanisms that tap land as a resource, for investments in urban transport infrastructure
--Associating the private sector in activities where their strengths can be beneficially tapped
--Taking up pilot projects that demonstrate the potential of possible best practices in sustainable urban transport

5.2 GROUND REALITIES VS URBAN TRANSPORT POLICY
i) The urban planners do consider the transportation as an important parameter, but the growth of the city has been so fast that the inadequacy sets in too fast to enable any possible review and taking remedial measure.
ii) It is very much essential to carry out integrated land use transportation planning. However, as part of the study, the possible implications of the proposals on land use in some areas and recommendations for necessary changes in policy have been included. It is also proposed to test impact of densifying measures around MRTS stations. But such measures will require major policy change and practicability and implications of same will need to be studied.
iii) Transport planning in the last two decades in BMA has been oriented towards developing a mix of public transport but funds have been a constraint. Despite same, a 36 km metro line has been taken up and the bus transport has been providing more and more services, which is indicated by the fleet growth and increased passenger trips.
iv) Share of walk and cycle trips in Bangalore have been comparatively low in Bangalore even earlier. Non motorized trips share has been going down. Apart from non availability of cycle tracks on roads, increased trip lengths for almost all purposes may have caused this fall.
v) The current policy has been more road oriented. The fast growing economy and higher per capita income has resulted in high vehicle ownership and usage. The roads in the core area getting congested and land cost mechanism has encouraged more of peripheral growth, increasing urban sprawl. This has resulted in longer trip lengths for all purposes.

5.3 VISION
5.3.1 With this background, it is desirable to have a vision be developed before considering different alternative strategies. A vision by definition is ‘a vivid image produced by the imagination’. A Transport Planner’s vision for the city and metropolitan area is to see ‘a well contained city with efficient people-friendly transport system with minimum travel time & maximum safety and comfort’. At the same time the facility provided should be optimally used. The different actions which have to contribute to this vision are diagrammatically represented in Figure 5.1.

Figure 5.1 Vision for Transportation and Associated Actions

The diagram above paraphrases what we would like to see when we look at Bangalore ten years from now. In order to achieve this, an integrated land usetransport strategy is called for. Preparation of such a step is diagrammatically indicated in Figure 5.2 below.

Figure 5.2 Integrated Landuse Transport Strategy for Bangalore

Diagram source: Balachandran and Sowmya Haran

5.3.2 The Road Map (Strategies)
Considering the status of progress in various fronts that have already been initiated in Bangalore, the road to an integrated urban transportation strategy is fraught with difficulties. The process is bound to be messy and will appear costly in terms of time, money and effort to be invested in such an exercise. However, the COST OF NOT DOING THE INTEGRATION is far higher than that of doing it and the resultant situation, if the integration is not done, will be far more messy than the process of doing it. Therefore the following initiatives are recommended.

5.3.2.1 Integrated land use – transport strategy
A team consisting of both urban planners and transportation planners and preferably led by an urban planner with a holistic understanding of urban transport issues should put together an integrated land use – transport strategy for Bangalore. This strategy should incorporate modern concepts in land use planning, urban transportation planning road network planning and street design in a mutually complementary manner. Such an approach necessarily means that the team should review the city’s Master Plan as well as plans relating to mass transport and road network improvements.
A strategy such as this will have no statutory backing as such. Therefore if this strategy is to be taken seriously then it should be mandated by an overarching body which has sway over all the stakeholder organizations. No such body exists as of today. A Unified Metropolitan Transport Authority has been mooted on many occasions. Even such a body would leave out land use planning. Therefore the possibility of an Integrated Land and Transport Management Authority for Bangalore may be considered to mandate the preparation and operationalization of this strategy.

5.3.2.2 Revised Land Use Plan and Development Controls
The land use and density component of the above strategy can be operationalized only through revisions in the Master Plan. High traffic generating activities and high density (high FSI) zones should be realigned around mass transport nodes and along major transportation corridors.
Such a reorganization of land use and density cannot be realized only through the modifications in the Master plan. In already developed areas, this needs to be translated into projects for planned redevelopment, ensuring that the high density and high intensity of activities are supported by appropriating land for improvements in the road network, street design and supporting infrastructure. The energy for redevelopment already exists in the real estate market in Bangalore, and will receive further impetus from the implementation of mass transport projects.
In new growth areas, a mechanism for micro-level planning (such as Town Planning Schemes in Gujarat) will need to be introduced to ensure that all new development is adequately served by primary, tertiary and secondary road network with provision for public transport facilities. These would also essentially have to be translated into land management projects.

5.3.2.3 Road network and street design
Having articulated the approach to road network planning and street design in the Strategy document, the primary road network proposals in the Master Plan should be modified appropriately. In many places, particularly in the already developed areas, these modifications can be realized only through carefully structured redevelopment projects as the missing links in the primary road network will have to go through existing development.
In the case of the secondary and tertiary level roads, as explained in the previous section, the improvements in developed areas, in many cases, will have to be achieved through planned redevelopment. In the new growth areas these have to be part of proactive land management initiatives.
Street design has to be standardized according to the hierarchical level and function of a street and customized according to local conditions. On all BRTS roads, the street design of extremely high importance. In the areas surrounding a mass transport node also, street design has to enable easy access of pedestrians, bicyclists and para transit passengers to the mass transport facility.

5.4 OBSERVATIONS
The important observations are as following, which will now guide the strategy for development.

1. The City though claimed to be compact in the basic premise, is actually quite wide spread - The development area of more then 800 sq km, to accommodate around 1 Crore persons by 2015/20 as per Master Plan 2015. Thus, a multi-modal system with a fairly large coverage will be required.

2. Pockets of economic activities like Hi-Tech & Electronic city having very large employment potential are planned. Of course a large part of the human resources to be engaged in these activities is expected to come from with in BMA but quite a large no. is also to the expected from the Bangalore Metropolitan Region & even from towns like Hosur, Tumkur, etc. This will require special High capacity mass transport system connecting these work centres with the living areas within Bangalore as well as meeting the needs of the long distance / suburban commuters, especially along the corridors leading to these centers.

3. The present radial network is bringing the entire load of traffic to the ORR & core areas causing congestion. The trend needs to be stopped through :
--Dispersal of traffic at the periphery by completing the PRR, & the other Ring Roads planned at the Regional level like the Intermediate Ring Road & Satellite Town Ring Road.
--Creating Transport Hubs for goods traffic and the junctions of PRR & selected Radials
--Banning the entry of Heavy vehicles at the Transport hubs & allowing only LCV to transport the goods from the Transport Hubs to the inner city areas and that too during the non-peak hours (i.e. No Entry between 9 A.M. to 9 P.M.)

4. The master plan proposal of having Mutation Zones along practically all the radial corridors would require some sort of mass transport system along them.

5. The core areas inside the core ring road are proposed to be fully traversed by the Metro. Therefore the vehicular movement inside this area should be minimized & if possible completely avoided during working hours for 9am to 9pm through:
--Complete pedestrianisation of narrow commercial streets.
--Providing adequate parking along the CRR and running dedicated BRT on the lower level of the CRR and restricting all private vehicles on the elevated portion thereof.
--Smooth & free flow of emergency vehicles like Ambulance, Fire Engines etc in side the core area.
--The goods feeder services like LCV be allowed to come in only doing 9PM to 9AM to unload materials etc.
--Attempts may be made to decentralize certain trades requiring bulk carriage like heavy machinery, hardware, building material etc in organized markets beyond the ORR and preferably near the PRR.
--On a few of the wide roads inside the core area the feasibility of running BRT etc. may be examined.

5.5 THE PREFERRED STRATEGY FOR TRANSPORT DEVELOPMENT
Based on the above observations it is clear that the already planned network will be insufficient to cope up with the future requirements especially after the target year of 2015. As such in order to prepare the Comprehensive Transport Plan the following policy measures are required to be taken based on which the CTTP will be finalized.
1. Extension of mass transport system to provide wide coverage and interchange facilities with other modes of transport.
2. Provide substantially large network of medium level mass transport system such as BRT to cover the areas beyond the Metro network and on over loaded corridors.
3. Landuse adjustments and densification of corridors along mass transport corridors where possible.
4. Extension of commuter rail system upto the BMRDA’s New Townships & beyond upto Tumkur, Hosur etc. to act as sub-urban services.
5. Introducing BRT and wherever possible dedicated bus lanes
6. Rationalisation of Local Bus system and its augmentation.
7. Improvement in traffic management through TSM measures.
8. Special facilities for pedestrians within the entire network specially in the core areas ; pedestrianisation of selected shopping streets in side the core area going to be served by Underground sections of Metro. Provision of pedestrian sky walks, under passes, footpaths and other road furniture along the roads where necessary.
9. Diverting through traffic on Peripheral Ring Road. Providing transport hubs at the junctions of Peripheral Ring Road with important radials such as; the National Highways and other heavily loaded roads.
10. Improving Primary, Arterial and other important roads by providing grade separation, junction improvements, adding missing links, widening and other road side facilities wherever necessary. The Arterial roads outside the PRR need to be improved upto the New BMRDA townships in order to take the increased load of commuters.
11. Transport integration of various modes.

Chapter–6 Future Demand Analysis And System Selection

CHAPTER – 6 FUTURE DEMAND ANALYSIS AND SYSTEM SELECTION

See attachment (pdf 216.3 kb)

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Chapter–7 The Traffic And Transportation Plan

CHAPTER – 7 THE TRAFFIC AND TRANSPORTATION PLAN
The following are the sub-sections in this chapter:

7.1 Components Of The Traffic And Transportation Plan

7.1 COMPONENTS OF THE TRAFFIC AND TRANSPORTATION PLAN

7.1.1 The previous chapter has dealt with the future travel demand analysis on various corridors. On the basis of projected traffic, an integrated multi-modal mass transport system plan indicating different mass transport systems on various corridors has been suggested in order to cater to traffic up to the year 2025. The balance traffic should be carried by road system in order to satisfy the needs of normal bus system and other modes such as two wheelers, cars, bicycles, trucks, pedestrians etc. The proposed Traffic and Transportation plan for Bangalore contains the following types of proposals, which will cater to requirements of the projected travel demand up to the year 2025.

Mass Transport System
-- Metro System
-- Monorail/LRT System
-- Bus Rapid Transport (BRT) System
-- Commuter Rail Services
City Bus System
-- Augmentation of Bus Fleet
-- Grid Routes
-- Bus Terminal cum Traffic & Transit Management Centres (TTMC)
-- Volvo Depot cum Traffic & Transit centre
-- New Bus Stations/bus shelters
-- Additional Depots
-- IT Infrastructure
-- HRD Infrastructure
-- Environmental Protect Projects
Inter-city Bus Termini
Transport Integration
Transport System Management Measures
Pedestrian/NMT Facilities
-- Footpaths
-- Skywalks/Subways
-- Pedestrian zones
-- Cycle Tracks
Road Development Plan
-- New Roads/Missing Links
-- Road Widenings
-- Grade Separators
-- Re-alignment of ORR
Parking Facilities
Integrated Freight Complexes

7.1.2 While framing proposals priority has been given to public transport and nonmotorized transport such as pedestrian facilities. For the balance travel demand, road improvement proposals have been formulated. The details of these proposals are given in the following paragraphs.

7.2 Mass Transport System

7.2 MASS TRANSPORT SYSTEM
Public/Mass Transport System will be the backbone of the city’s transport system. The basic premise of the Transport Plan in terms of the National Urban Transport Policy is to create an efficient, cost effective and extensive network of public transport which could provide comfortable, convenient and affordable means of transport to the maximum number of commuters. In this direction a number of schemes are already under implementation and quite a few on the drawing board. Infact keeping in view the observations of the scenarios in Chapter-6 there exist a large requirement for additional facilities in respect of public/mass transport system for the large area proposed to be developed in the forthcoming two decades as per the Master Plan - 2015 proposals.

7.3 The Metro Network System

THE METRO NETWORK SYSTEM

7.3.1 Metro Corridors under Implementation:
Work on implementation of 36.8 km of metro, partly underground and partly elevated, has already been initiated by Bangalore Metro Rail Corporation (BMRC) along East-West & North-South corridors crossing at Majestic. These corridors will basically cover the most congested core areas of Banglore like Peenya, Gandhinagar, M.G. Road, Vijayanagar, Indiranagar, Majestic area, K.R.Market, Jayanagar, and Basavanagudi etc. Tables 7.1 give these Phase I Metro corridors.

Table 7.1 Phase-1 Metro Corridors

1	Baiyyappanahalli to Mysore Road (East-West Corridor)	18.0 km
2	Peenya to R.V terminal (North-South Corridor )	18.8 km
3	Total length	36.8 km

7.3.2 Extension of Metro Corridors:
The above corridors may be able to give relief to the immediate traffic problems within the core areas and its immediate neighborhood but by the time the Master Plan proposals get implemented and development of areas beyond the outer ring road takes place in right earnest, the above system will fall short and a more extensive system will become necessary as brought out in Chapter 6. This is especially true because the Master Plan 2015 and its detailed Zonal plans propose the development of around 814.4 Sq. Kms. of area for various urban uses. This brings very large spread of area on which various urban activities will take place.
They would now be located right upto the Peripheral Ring Road in practically all directions and at a few places even beyond it. These activities include some with huge employment potential areas like the Electronic City in the east and southern portions of the BMA. It is therefore necessary that the Metro gets ultimately extended to the most of the high density centers. Therefore the following additional corridors considering the projected travel demand are proposed to be taken up as extension of the Metro in Phase 2.

7.3.2.1 Extension of North –South corridor from R.V. Terminal upto Peripheral Ring Road:
The area to the south of Jayanagar consisting of J.P.Nagar Banashankari, Kumaraswamy layout are fully developed and quite densely populated. Substantial commutation takes place between these areas and core areas of Bangalore. BMICAPA has plans to develop residential and commercial activities along the Bangalore Mysore Expressway corridor, the North –south commuter traffic is expected to increase substantially. It is therefore being proposed that the already approved North-South corridor between Peenya to R V Road Terminal may be extended upto the PRR along the Kanakapura Road. This extension of approximately 10 km should be taken up in the first phase itself.

7.3.2.2 Baiyyappanahalli to Benniganahalli along Old Madras Road
The first phase of the East West line has been proposed from Baiyyappanahalli to Mysore Road. How ever as would be seen from the plan and the subsequent proposals, Outer Ring Road (ORR) is one of the most important spines of Banglore on which large city traffic converges and keeping this in view mass transport in the form of BRT/ Mono-Rail/ LRT is proposed on it in addition to its improvement and smoothening. Benniganahalli located just on the ORR is also the Rail station for the proposed Commuter Rail Systems on the intersection of Bangalore City Station – Whitefield & Banaswadi - BMA Boundary rail corridors. Thus, since it is a very important transport node where a number of transport modes i.e. BRT, CRS etc., meet it, can act as an excellent inter-modal interchange. Therefore it is proposed the east west corridor is extended from Baiyyappanahalli to Benniganahalli through a distance of 1.5 km in the first phase itself.

7.3.2.3 Yelahanka to Hi-tech corridor via Nagavara, Electronic City
The singular North-South corridor planned so far will mostly be able to cater to the western part of the city between Peenya and Kanakapura Road. However the development coming up on the eastern side between Hosur Road and white field – the I.T. and the Electronic cities and in the Northern side near Thanisandra and Yelahanka need another north-south corridor. In order to meet the traffic demand of this area another 34 km long corridor from Yelahanka to PRR via Nagavara, Electronic City has been planned. This corridor will cover Nagavara, Veerannapalya, Frazer Town, the residential, commercial and industrial (IT Sector) areas along Hosur Road. This corridor will also have interchange with the airport expressway and airport metro to provide direct access from south and south east Bangalore to the airport. This will also at interchange with the East West metro corridor.

7.3.2.4 Indira Nagar Metro Stn. to White field Railway Stn. via 100ft Indiranagar Road
The up coming industrial areas, I.T hubs and commercial developments near the White Field area, C.V. Raman Nagar and the commercial development along most of the roads in the Indira Nagar area have totally chocked the Airport Road and the White Field Road and by the time the I.T. hub is fully functional the traffic demand will require a Metro connection of the White Field area with the heart of the City. Accordingly a 19.5 Km. Metro link between Indira Nagar Metro station and White field is proposed. This link when completed would have an inter face with the Mysore Road - Benniganahalli east west corridor at Indira Nagar.

7.3.2.5 Proposed Devanahalli Airport to M.G.Road via Bellary Road
A new International airport is coming up at Devanhalli about 33 Kms North of Banglore and is slated to be completed shotly. In order provide an unhindered direct approach to the Airport a Metro link between M.G. road and the new airport approximately 33 km long has proposed. In order to make the corridor truly functional, the following Terminal / checkin & pick stations have been suggested:
i. City Airport Terminal: In police grounds on M.G.Road the CAT is planned and the metro ramp structure from Mink underground section to M.G. Road elevated section will pass through the CAT structure, integrating both systems.
ii. Hebbal Check-in Station: The second check-in station has been planned at the end of the Hebbal fly-over towards left, with elevated cross-passage with escalator facility to cross-over from the bus-terminal being planned on the right side. The ease of access from the ORR will be able to attract large clientele to this Station.
iii. Yelahanka Pickup Station: It is located at the junction of the N.H. and the Yelahanka Town Road. At this station luggage checkin is not being provided but passengers with hand baggage only will be able to board and alight the train.

The above proposals of metro extensions have been consolidated and listed in the following table. These proposals would add up to about 100 Kms. of Metro to taken up in later phases.

Table 7.2 Extension of Metro Corridors

1	Extension of North –South corridor from R.V. Terminal upto PRR	10.2 km
2	Baiyyappanahalli to Benniganahalli along Old Madras Road.	1.5 km
3	Yelahanka R.S to PRR via Nagavara , Electronic City	36.0 km
4	Indira Nagar Metro Station to White field Railway Station via 100ft Indira Nagar Road	19.5 km
5	Proposed Devanhalli Airport to M.G.Road via Bellary Road	33.0 km
	Total length	100.2 km

Thus ultimately it is suggested that approx. 137 km of network of Metro will be required to effectively serve the major traffic corridors and high density use areas to meet the travel demand up to 2025. This could be taken up in two phases.
Corridors No 1 and 2 of the above Table 7.2 may be taken up along with the corridors indicated in Table 7.1 under implementation in Phase I, while the corridors Sr. No 3 &4 above may be taken up in the subsequent phase. In view of the pace at which the new Airport is constructed, it will be desirable to take up the Airport connection at S.No. 5 above in the first phase itself in order to make the same accessible as and when commissioned. These proposals are indicated in Figure 7.1.

Figure 7.1 Mass Transport Corridors
(click on images for higher resolution)

Full View

Zoom In on Inner City

7.4 Mono Rail / Light Rapid Transit System (LRT)

7.4 MONO RAIL / LIGHT RAPID TRANSIT SYSTEM (LRT)

In addition to the metro, the corridors where the traffic volumes are upto 20,000 phpdt and the requirement is to cover a wide area with a large network and also to act as feeder to Metro, a medium capacity system is required. Infact upto about 15000 phpdt, a BRTS can also work reasonably well. However the limitation with it is that in order to make it really effective dedicated 10 meter wide BUS Lanes (Bus ways) are necessary at grade. However on roads where the right of way does not permit carving out the at-grade Busway, an elevated mono rail / light rail is the preferred option, since it does not impinge upon the capacity of the at grade carriageways which continue handling the vehicular traffic as explained in Chapter 6. The Master Plan 2015, while pointing out the inadequacies of the present Public Transit system and emphasizing the need for a Multi-Modal Public Transport system, has referred to mono-rail as one of the modes. It has proposed a Mono–Rail along the western crescent of the ORR from Bellary Road to Kanakapura Road along with a couple of spurs along selected radials leading to the core area. In addition an independent corridor has been proposed from Hosur Road - Bannerghatta Road Junction to National park. Considering all the factors, while basically keeping the same configuration, the proposed radial corridors along Magadi Road and Bannerghatta Road need to be extended upto the PRR and along ORR, extended up to Bannerghatta Road. Accordingly the following corridors with a total length of 60 Km. have been identified for Mono-Rail / LRT system.

Table 7.3 Mono-Rail/LRT Corridors

1	Hebbal to J.P. Nagar (Bannerghatta Road) along the western portion of outer ring road	31.0 km
2	PRR to Toll Gate along Magadi Road	9.0 km
3	Kathriguppe Road / Ring Road Junction to National College	5.0 km
4	Hosur Road - Bannerghatta Road Junction to PRR along Bannerghatta Road	15.0 km
	Total	60.0 km

The option of system selection i.e. Light rail or Monorail will depend on the detailed feasibility for these corridors as and when taken up.

7.5 Commuter Rail System

7.5 COMMUTER RAIL SYSTEM (CRS)
Within the BMA, approximately 120 km of rail system of the Indian Railways exists basically for long distance passengers and goods/ freight. This system currently is not being utilized for intra-urban movement with in the BMA. However RITES in its study has identified some of the Railway corridors along which it is possible to run commuter service with some additions and improvements. A similar proposal of utilizing approximately 62 km track and incurring an expenditure of Rs. 650 Crore on making the commuter service possible in two phases (2007 to 2012 & 2013 to 2018 each estimated to cost Rs. 325 Cr.) has been recommended in M.P.2015. The plan has also indicated a land requirement of 62 Ha. for this project. However it is found that the network proposed above will not be sufficient to meet requirements of the Development Area proposed in Master Plan 2015 upto the year 2025. Accordingly it has been considered necessary to extend the CRS network to approximately 119 Kms, using the existing at-grade railway system to serve intra-city needs, which is proposed along the corridors 1 to 7 in Table 7.4.

In addition, with the coming up of the BMRDA’s planned new Town Ships at Bidadi, Ramanagaram, Solur, Sathanur & Nandagudi, high level of commutation between them and the Metropolis. Also, with the development of the huge Multiple Economic Activity Areas like Electronic City, I.T. Parks, Industrial & Commercial Areas with consequent job opportunities on the one hand and availability of comparatively cheaper accommodation in surrounding towns like Hosur, Ramanagaram and Tumkur etc. where a large number of working population is likely to live, substantial of commuter movement between these towns and the Metropolis will take place. In order to cater to this suburban commuter traffic, the CRS is proposed to be extended as corridors 8 to 10 in Table 7.4 below.

Table 7.4 Commuter Rail Corridors

SNo.	Corridor Length	Kms
1.	Kengeri - Banglore City Station	13.0
2.	Bangalore City Station - Whitefield	24.0
3.	Bangalore City Station – Baiyyappanahalli Via Lottegollahalli	23.0
4.	Lottegollahalli to Yelahanka	7.0
5.	Banaswadi upto BMA Boundary	29.0
6.	Kengeri- BMA Boundary	9.0
7.	Yeshwantpur to BMA Boundary	14.0
8.	BMA Boundary – Hosur	12.0
9.	BMA Boundary- Ramanagaram	23.0
10.	BMA Boundary to Tumkur	50.0
	Total	204.0

Corridors 1, 2, 6 and 9 are proposed to be taken up in the I Phase, while Sl No 3, 4, 5, 7 and 8 will be taken up in the II Phase. The Corridor at Sl No 10 upto Tumkur may be taken in III Phase.

7.6 BRT System

7.6 BRT SYSTEM
BRT is one of the most cost effective public transport modes where the following two conditions can be met:
--Sufficient Right of way (30m or more) is available along the corridor to provide for exclusive carriage ways for BRT
--The peak hour commuter load is up to 20,000 phpdt.

The BRT has also the advantage of large coverage and ease of accessibility as well as simpler operational systems. Accordingly taking into consideration the Master Plan 2015 development proposals and the likely travel demand as explained in Chapter 6, BRT system along the following corridors is proposed:

	Table 7.5 Bus Rapid Transit (BRT) Corridors
S.No.	Corridor Length	km
1	Hebbal to Bannerghatta Road along eastern crescent of outer ring road	33.0
2	Benniganahalli (ORR) to PRR along old Madras Road	7.0
3	From ORR to Hosur Rd along Hi-tech Corridor	8.0
4	Hosur Road to Tumkur Road along PRR (western part)	41.0
5	Tumkur Road-PRR Junction to Hosur Road along PRR via Tirumanahalli, Old Madras Road, Whitefield	76.0
6	Along Core Ring Road	30.0
7	Vidyaranyapura to Nagavarapalya via Hebbal, Jayamahal Road, Queens Road, M.G. Road, Ulsoor, Indranagar, CV Raman Nagar	29.0
8	Kengeri Sattelite Town to J.P. Nagar along Uttarahalli Road, Kodipur	13.0
9	Banashankari III stage to Banashankari VI stage Ext. along Ittumadu Road, Turahalli, Thalaghattapura	6.0
10	Domlur Ext. to Koramangala along inner ring road	5.0
11	PRR (Mulur) to Maruti Nagar (up to Hitech corridor) along Sarjapur Road	7.0
12	Peenya to PRR along Tumkur Road	6.0
13	Old Madras Road near Indiranagar to ORR near Banaswadi along Baiyyappanahalli Road -Banaswadi Road	5.5
14	Hebbal to Devanahalli Airport along Bellary Road	25
	Total	291.5

Thus it is proposed to have at least 569 km of mass transport system consisting of Metro, Mono Rail / LRT, BRT and CRS within the BMA supported by another 85 Kms of CRS out side BMA connecting the Metropolis to some of the BMRDA’s new Townships and the Regional Towns of Tumkur and Hosur. All these proposals are shown in Figure 7.1. In addition to this network, the city bus system will cover a much larger area and will compliment the above systems.

7.7 Augmentation And Improvement In City Bus System

7.7 AUGMENTATION AND IMPROVEMENT IN CITY BUS SYSTEM
While the high capacity BRT will be operational on selected routes where substantial right of way is available, the major areas specially the inner areas and the areas approached by the internal roads will in any case continue to be served by local bus system which will act as the most important feeder system to the Metro, Mono Rail/LRT and the CRS. For this purpose the BMTC has identified East-West, North-South & diagonal grid routes along 27 corridors as already indicated in Figure 1.4.

Figure 1.4
(click on image for higher resolution)

In addition to improving the fleet capacity, rationalization of routes, improvement in traffic management at the junctions including priority signaling, provision of proper road side bus stops and integration points with the Metro, Mono Rail and CRS will provide effective use of the bus system. BMTC shall continue to play a vital and leading role in public transport in any scenario of the City’s development. In order to meet the future challenge, BMTC has planned a number of initiatives as included in the following proposals:

Table 7.6 Proposed Improvements in the City Bus System
1. Augmentation of Schedule and Fleet
At present the BMTC is operating approximately 4500 buses at more than 1700 routes carrying approximately 35 Lakh passengers. By the year 2025, despite the fact that we are going to add Metro, Mono-rail /LRT, BRT and start CRS, still the feeder services as bus services on the other less dense corridors, will definitely be run through the city bus system only. It is expected that by 2025 at least 60 Lakh trips will be performed by buses only. For this volume of traffic at least 10000 buses will be required. However, this number may have to be increased substantially incase any of the MRT components lag behind in implementation. It is further pointed out that mere increase in fleet is not enough, its quality will also have to be of much higher standard if we want to achieve the NUTP policy of changing the passenger preference from personalized vehicles to Public Transport.
Accordingly it is suggested that all the new buses to be added to fleet, either as addition or replacement should be low floor good quality buses fully considering the commuter comfort. The BMTC plans to add 2500 new vehicles and replace 1415 aged old vehicles, taking the Scheduled strength to 7000 by 2010. The financial implication towards these new vehicles is estimated as Rs 1000 Crore. In the later phases the balance 3000 buses are proposed to be added to meet the ultimate requirement of 10000 buses.

2. Grid Routes and Dedicated Bus Lanes
The BMTC has at present identified 27 grid routes in the North South, East and West and diagonal direction, which will meet the requirement till about 2010. Most of these grid routes are confined upto the ORR, and only a few at present transcend beyond it. However, by 2025 when the complete Development Area of more than 814 Sq. Kms proposed in BDA Master Plan gets fully occupied, these grid routes will both have to be extended upto the PRR and new routes added to serve this area. These routes will complement the Metro and BRT already proposed between the ORR and PRR.

3 Bus Terminal cum Traffic & Transit Management Centres (TTMC)
TTMC’s are planned to have multi-level parking lot, public utilities like mini-shopping centres and food courts. These centers in addition to providing park & ride facilities are also proposed to act as hubs for Mini – Buses planned by BMTC to transport the commuters from every major residential area to the nearest TTMC, so that commuters can board a bus of their choice. BMTC has planned such TTMC’s at the following 45 locations. Of these TTMCs at Bannerghatta, Kengeri, Domlur, Yeshwantpur, Koramangala, Vijayanagar, ITPL, Banashankari and Shantinagar are planned to be taken up very shortly. In fact quite of few these center will act as Intermodal transfer nodes and will provide logistic support to MRT modes like – METRO, Mono-rail/LRT, BRT & CRS etc. through Park & Ride as well as other facilities. In fact as the MRT network grows some additional TTMC’s may be required and in some case a slight relocation of some of the following TTMC’s may be required.

TRAFFIC & TRANSIT MANAGEMENT CENTERS (TTMC)

1. Yeshawantapur
2. Jayanagar Bus Stn.
3. Domlur
4. Kengeri
5. Bannerghatta
6. Shanthinagar
7. Koramangala
8. ITPL, Whitefield
9. Vijayanagara
10. Banashankari
11. Indiranagar
12. Kathriguppe
13. Hebbal.
14. Hennur
15. HSR layout

16. Kalyan Nagar
17. Nagarabhavi
18. Sriganda Kaval
19. Poorna Prajna
20. Jayanagar Depot-4
21. Peenya22. Yelahanka
23. Rajarajeshwari Nagar
24. Hosakote
25. Bidadi
26. Vaddarahalli
27. Anjanapura
28. International Air Port
29. Venkatala
30. Bairathi

31. Avalahalli
32. Channasandra
33. Kodarhi
34. Dodda Tugur
35. Gollahalli
36. Kaggalipura
37. Challaghatta
38. Sulikere
39. Machohalli
40. Madapura
41. Harohalli
42. Soladevanahalli
43. Kambipura
44. Baiyyappanahalli
KR Pura

4 Multi-Modal Transit Center
The MMTC at Subhash Nagar has been planned at a cost of Rs. 350 Crore

5 Volvo Depot cum Traffic & Transit centre
Banashankari

6 New Bus Stations/Bus Shelters
In addition to the 4 major Bus stations located at Subhashnagar, Shivajinagar, City Market and Shanthinagar & 27 sub-nodal bus-stations commissioned at various locations, BMTC has planned another 23 bus stations and about 300 bus shelters at a cost of Rs. 279 Crore

7 Modern Bus Depots
Nagarabhavi
Sreegandhadakaval
Vaddarahalli
Kothnurdinne
Poornaprajna Layout

8 New Depots
In addition to the existing 24 bus depots, BMTC intends adding another 27 depots at a cost of Rs. 161 Crore to make the total number to 51 by 2010. However in order to cater to the 2025 proposed fleet size of 8000 buses, we may need another 20 depots for the additional fleet.

9 Improvement of IT Infrastructure
BMTC is the first public transport undertaking in the country to use the sophisticated GPS technology for monitoring and tracking of vehicles. This is expected to cost Rs. 33 Crore. In order to provide commuter friendly information, the corporation proposes to transfer GPS generated positional details of the buses to commuters in the form of passenger information system (PIS) through display at bus stops/ bus stations also through interactive voice response system (IVRS). This is expected to cost Rs. 84 Crore. In addition introduction of Electronic Destination Boards on buses, introduction of Electronic Ticketing System, Expansion of Computerisation activity and establishment of surveillance system at a cost of Rs. 66 Crore has been proposed.

10 Development of HRD Infrastructure
Training of employees of a large staff organization such as bus system is very important. Therefore 2 hitech multi disciplinary centers (Rs. 50 crore), establishment of employee training modules (Rs. 20 crore) and establishment of employee development centers (Rs. 80 crore) have been proposed.

11 Environment Protection Projects
Various environment protection measures at bus depots are being proposed such as Rain water harvesting, Installation of solar lighting system and other environmental initiatives costing around Rs. 49 crore.

------------------------------

BMTC Grid Routes

7.8 Integrated Multi Modal Transit Centres –Cum- Intercity Bus Terminals

7.8 INTEGRATED MULTI MODAL TRANSIT CENTRES –CUM- INTERCITY BUS TERMINALS
At present all the buses whether inter-city, Inter-state or Intra-city originate and terminate at the Central station in Majestic area. These not only creates congestion and heavy traffic density on all radial routes coming into the core of Bangalore but also result in substantial delay to the passengers who have to take the buses from far flung area. Though another intercity bus terminal cum integrated multi modal transit center is being contemplated at Peenya, It will not be sufficient to meet the requirements of traffic from the other direction especially North, East & South. It is, therefore proposed that there should be at least 3 more Intercity terminals. Accordingly it is suggested that ultimately 4 intercity terminals be located at the following places:

1. Peenya
2. Hosur Road
3. Old Madras Road near ORR
4. Bellary Road near Hebbal

The above terminals are proposed to be located at the Metro and the BRT terminals and will act as Inter Modal Interchanges between regional and local traffic.
Also these would be the center for Chartered and tourist buses, with adequate parking facilities and tourist bureaus / offices etc as well as other tourist infrastructure for operation of private tour operators who are at presently located mostly around the majestic Area.
These proposals have been indicated in Figure 7.2.

Figure 7.2 TTMC & Parking
(Click on the image for higher resolution)

7.9 Road Infrastructure

7.9 ROAD INFRASTRUCTURE

The present road network consists of the Ring Roads and major radial corridors. A number of proposals have already been very broadly included in the Master Plan 2015. In addition quite a few proposals are being implemented by Govt. agencies like NHAI, State PWD, BMC, BDA, BMRDA and BMICAPA along with the private sector through PPP model. It is necessary to integrate / superimpose all these proposals in the light of projected travel demand for road traffic and confirm that they are in conformity with each other and there is neither conflict nor duplication. As the radial road corridors are expected to have high traffic volume, these corridors have been proposed to be strengthened instead of isolated improvements. The road improvement proposals include road widening, new roads (bypasses and other roads), ORR realignment, grade separators (road flyovers, ROBs, RUBs), Integrated Freight Complexes etc. These proposals are explained below.

See attachment for the rest of the section. (pdf 107.1kb).

The following the figures in the section:

Figure 7.3 Road Cross Sections - download image here (pdf 203.2 kb)

Figure 7.4 Road Proposals & Integrated Freight Complexes
(click on image for higher resolution)

Attachment	Size
7_9_Road_Infra.pdf	107.01 KB

Parking & traffic congestion

There is an urgent need for a paradigm shift on two counts. Firstly, shift focus from road widening to junction improvement. Secondly, shift focus to create parking infrastructure.

Pravin Sood, additional commissioner of police (traffic & security)

As a child, I read a story about six blind men asked to describe what an elephant looked like by feeling different parts of its body. The first man, who felt the leg, said the elephant was like a pillar; the other, who felt the tail, said it was like a rope; the one who felt the ear said the elephant was like a hand fan and so on. Their descriptions differed because each experienced different parts. There's an analogy between this story and our understanding of the traffic problem.

There is an urgent need for a paradigm shift on two counts. Firstly, shift focus from road widening to junction improvement. Increasing capacity of roads without addressing capacity of junctions negates benefits accruing from the investment. Even after road widening, in the absence of grade separators at junctions, vehicles reach the junctions faster and then wait there for clearance.

Moreover, road widening requires much more effort in terms of land acquisition, cutting of trees, shifting of utilities and confrontation with pressure groups with different mandates. Also, wider roads could become natural parking lots. Not that road widening should not be done. In fact, Bangalore has the distinction of lowest road-to-area ratio in the country. But, Bangalore also has a rare distinction of having more than 40,000 junctions of which 1,000 are on arterial roads; and, of these about 100 signalised junctions across 14 corridors spanning about 59 km carry 50% of the total traffic in a day. The issue is not `road' or `junction' but `road and junction' improvement. Unless junction improvement accompanies corridor improvements, the full benefits of road widening can never be experienced.

Secondly, shift focus to create parking infrastructure. Major roads have been made one-ways while part of these roads is used for parking; 30% of the arterial road space is used as parking lots. Why do we invest in road widening, when they end up as parking lots? Why not invest the same money for parking infrastructure? Removing parking on roads is easier said than done. Considering the flourishing economic activities in parking space (basements) and near absence of parking infrastructure, it's a distant dream. Theoretically, if on-street and footpath parking is totally eliminated, hundreds of schools, commercial establishments and even government offices will have to close down. To expect police to do something like this is denying the existence of malignancy in the system.

Why can't we convert a few one-ways into two-ways? We can, if roads are kept only for moving vehicles, not for parking and certainly not for pedestrians. In our society, most of the economy survives on encroachment of public spaces.

Enforcement without creating alternatives can never be a solution. Of the 35 lakh vehicles on the roads every day, not even 20% are parked throughout the day at earmarked places. Is it possible to tow away 80% of the vehicles? Where is the parking space for all the vehicles? Most parking infrastructure has come up in malls in recent years, but that has not mitigated the problem. These have merely created an additional need and fulfilled that need.

Even on-street parking remains unregulated and since most is free, there is no incentive for people to use public transport. Parking capacities can never be created by government alone and private sector can only be expected to participate if it makes economic sense. Often, the intelligentsia talks about congestion pricing like in London, to which my answer is, we walk before we must run. Parking pricing itself can encourage migration to public transport.

I won't be surprised if you don't agree with me. I could well be one of those six blind men.

Source

7.10 Inter-Modal Interchanges

7.10 INTER-MODAL INTERCHANGES

7.10.1 Proper integration of modes
Integration between Bus, MRTS, and railway is a vital need for the future. The city is planning two such major inter-modal interchanges.
-- The first such interchange is already under bid – the Kempegowda bus terminus at Subhashnagar is proposed to be converted into an interchange that accommodates the BMTC, KSRTC, BMRC, and a “city center” complex.
-- The second interchange is proposed at Baiyyappanahalli, which will have the BMTC, KSRTC, Railways, BMRC, and the Airport Rail Link.

In addition to the above major 47 interchanges as indicated in Figure 7.1 are proposed at required intersections of mass transport corridors.

Figure 7.1 Intermodal Interchanges
(click on images for higher resolution)

7.11 Non- Motorized Modes

7.11 NON- MOTORISED MODES

7.11.1 Cycle Facilities
Their use in Bangalore is not significant but still this needs to be encouraged on environmental considerations. Provision for safer and better section of road or cycle track is the best way to keep them on roads. This is necessitates more on roads in the periphery of city and in many areas in BMA. In CBD some side roads and lanes can be exclusively reserved for cyclists and pedestrians in peak periods. In the new cross sections for major roads in Figure 7.3, reservation for cycle tracks has especially been incorporated. (See attachment)

7.11.2 Pedestrian Facilities
Pedestrians form a major proportion of commuters. Not only trips are conducted by walk in its entirety but every public transport trip will also have component of walk at its both ends. Though they are short distance travelers, they are spread all over the city. As facilities furnished for them are encroached upon by vendors or for road space, they have to spill on roads. These contribute to accidents also. One alternative for their facility and controlling their spill on roads is to provide good footpath with railings covering about one to one half meters width on either side of the road with openings at desired crossing points. Another alternative is to develop some narrow roads especially adjacent to major arterials as “pedestrians only” roads. Bus bays and foot paths at bus stops can also help in restraining their spill on to carriageways and reducing accidents. Pedestrian subways at important location on all 6 lane roads and at busy inter sections/junctions on 4 lane roads are to be planned on a programmed basis.

7.11.2.1 Pedestrian Cross-Over Walk-ways facilities
The proposed skywalks/pedestrian subways are given in Table 7.12.

Table 7.12 Sky Walks / Sub-Ways

SNo. Locations of Sky Walks / Sub-Ways

1. Cauvery Bhavan to Education Department Building and to Law College to Mysore Bank crossing KG Road on State Bank Junction
2. Opposite NTI connecting Guttahalli Road and Palace (opposite Bus Stop) on Sankey Road
3. Arya Bhavan Sweets to Kanthi Sweet to Himalaya Theatre, crossing KG Road
4. Lalbagh Main Gate (Javaraiah Circle)
5. Bannerghatta Road near Jayadeva Hospital
6. BMTC Main Bus Stand to Amar Lodge Building in Majestic Area
7. KSRTC Kempegowda Bus Station to BMTC Main Bus Station
8. At Kengeri Bus Stand, Mysore Road
9. At Byatarayanapura on Bellary Road (near Junction of BBMP office complex)
10. BMTC Main Bus Station to Railway Station Premises
11. Shanthala Silk House to KSRTC Main Bus Station and to Good-Shed Road
12. RNS Motors, Tumkur road
13. Jalahalli Circle, Tumkur Road
14. Near Webb junction
15. Near Kamakhya, Kathriguppe Ring Road
16. Gandhi Bazaar Main Road
17. On Vittal Mallya Road near Mallya Hospital
18. Sheshadri Road near Maharani College
19. On JC Road near Ravindra Kala Kshetra
20. On Hosur Main Road near Madivala Check post
21. On Raja Ram Mohan Roy Road, near Pallavi theatre
22. On Richmond Road near D’Souza Circle
23. On Race Course Road near Chalukya Hotel
24. On Commissariat Street near Garuda Mall
25. On Residency Road near Mayo Hall
26. On Kamaraj Road near Commercial Street
27. Near Indira Nagar 100 feet Road & Water Tank junction on Airport Road
28. On Hosur Road(Near Forum)
29. On Tumkur Road, near SMS Railway Junction
30. On Air Port Road, Marath Halli at Village Road.
31. On Air Port Road, Marath Halli at Junction of Under Pass ORR
32. K.R. Puram Bus Stand
33. Bharatiya Vidya Bhavan, Devaraj Urs Road
34. On Hosur Road “T” Junction with Tavarekere Main Road (Opposite Sai Sadan & Prestige Acropolis) (High Rise Apartments Condominium)
35. Mission Road at the foot of Fly over
36. Vidhana Veedhi near M S Building
37. Tumkur Road near Yeshwantpur Circle
38. At South End Circle
39. Malleshwaram 5th cross
40. Double Road opposite Shanthi Nagar bus station
41. City Market additional arm to be added to existing underpass
42. 30 no. Sky –walks / Sub-Ways along the eastern crescent of the ORR

The choice between lift/escalator operated skywalks and underpasses will depend upon the specific site conditions and the quantum of pedestrian traffic while undertaking the detailed feasibility studies. Location of these facilities is indicated in Figure 7.5.

Figure 7.5 Pedestrian Facilities
(click on images for higher resolution)

7.11.2.2 Foot paths
It has been observed that most of the footpaths along the major arterial and sub
arterial roads need extensive repairs and up gradations. The major problems
observed are:
--Insufficient widths (< 1.5 mts.)
--Uneven surface because of settlement of base course, improper covering of service lines, manholes etc.
--Obstruction due to encroachments, unwanted garbage, unused building materials, fallen/ half cut trunks of trees and full grown trees, cable stays of electric poles etc.
Level difference and steep risers with junctions of roads.
For this purpose tentatively it has been estimated that footpaths along 350 km of
roads are required to be taken up. The basic principles for construction of new
footpaths and improvement of existing ones are as under:
--Footpaths along existing roads should be widened and the minimum width be kept at least 2.0 mts.
--Proper leveling of footpath surface – with a stable base course fully compacted and safe guarded against any settlement before laying the top surface. In addition the cover for the underground services and man holes, if any, located below the footpaths or crossing should be properly designed to maintain a proper level with the surface of the footpath and no subsidence occurs.
--Continuity of footpaths
--Adequate ramp facilities for physically challenged people at junctions and cross overs.
--Proper merger of footpaths with skywalks/ underpasses/zebra crossings and junctions be provided with pedestrian priority signaling.

7.11.2.3 Pedestrian Zones
Substantial areas inside the core ring road has quite a few streets which are either fully commercial or majority of whose frontage is being used as shopping. The commercial activities on these roads can broadly be divided into the following two categories:

i. Retail and general Shopping like general merchandise, clothing garments and allied products, household white goods, consumer electronics, groceries & kitchen ware, Food & sweet shops etc., which are more or less regularly visited by shoppers.
ii. Wholesale and specialised shops dealing in machinery, building materials, Hardware etc. which are occasionally visited by customers with specific requirements and need bulk handling through Trucks and MCV’s As far as these commercial activities are concerned attempt should be made to shift them out side the ORR along wide corridors where adequate loading / unloading facilities can be provided along with required parking facilities for visitors / shoppers. For shifting of these wholesale activities both strong measures against their functioning in their present locations in the core areas and incentives for shifting to the new locations will have to be provided.

The majority of the customers visit the core area to meet their retail needs through first type of establishments. As per the plan, this central area is going to be very well served by:
--3 Metro Links namely
i. Baiyyappanahalli to Mysore Road (East-West Corridor)
ii. Peenya to Banashankari (North-South Corridor)
iii. Yelahanka R.S to PRR via Nagavara and Electronic City
--An elevated core ring road surrounding this area with provision for BRT
--Adequate park & ride facilities out side the core area at Bus Terminal cum Traffic & Transit Management centres, Metro Termini & important metro Stations, BRT stations, along side Core Ring Road and Monorail Termini & Stations.

Thus the entire core area will be fully covered by elaborate public transport network and as such the entry of all private vehicles, especially during the shopping hours 10 A.M. to 9 P.M. should be minimised.

7.11.2.4 Proposed Pedestrian Zones
To start with following two areas are being suggested for pedestrianisation:

1. Gandhi Nagar & Chickpet Areas- The area surrounded by Seshadri Road, Kalidas Marg, K.G.Road, Distt. Offices Road, N.R.Road, Mysore Road and Bhashyam Road, Tank Bund Road & Dhanvantri Road can be converted into two pedestrian zones I & II on either side of K.G.Road. The two Zones can be inter connected through a semi depressed under pass near Alankar Plaza and Jantha Bazar. All the private vehicles will be required to move on Seshadri Road, Kasturba Road, NR Road and Bhashyam Road, while K.G.Road and District Offices Road be used by Public Transport –Busses & Trams. In the surrounding areas 5 mechanical parking spaces with a capacity of 500 vehicles each will be provided at;
--P13- Behind Sagar
--P14- Kanteerava Stadium
--P15-Near City Market
--P16-Near Bakshi Gardens
--P17 – KSRTC Bus Depot

2. Commercial Street - To be designated as ‘CLOSED FOR VEHICLES FROM 10 A.M TO 9 P.M.’ and supported by parking P-2 near Kamaraj Road
3. Brigade Road - To be designated as ‘CLOSED FOR VEHICLES FROM 10 A.M TO 9 P.M.’ and supported by parking P-1 near M.G.Road

These proposals are indicated in Figure 7.6.

Figure 7.6 Pedestrian Zones

==*==

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7.12 Parking

7.12 PARKING

7.12.1 The parking demand is growing with growth of vehicles in the city. The multistoried buildings in busy/commercial areas are major attractors. Though the building regulations specify a minimum provision of parking area, there can be many defaulters and some who later convert the spaces for other purposes. This results in the vehicle parking spilling to streets (main road or side streets). A practical solution is to provide off street multistoried parking lots in this areas. As funds will be constraint consultants suggest a policy in this regard. The Owner who fails to provide required parking spaces as per the regulations should be charged an annual levy equivalent to market rental value for the short fall in parking area provided. Subsequently the market value will rise every year. Amount so collected plus parking charges collected will be substantially enough to meet the repayment installments of loans which were taken to construct multistoried parking lots. Once such facility is provided it is possible to prevent the on Street parking of vehicles or otherwise road space can be utilized for traffic. The development control regulations and TCP act may be suitably amended to provide for such levies.

7.12.2 Parking demand can also be controlled by implementing transport management measures like staggering office and school working hours and banning on-Street parking of private vehicles in CBD and on major arterials. However it must be realized that mere regulatory measures are not enough and positive steps are required to meet the parking demand and provide safe parking outside the congested areas. It is suggested that for proper parking management and control, to start with we may divide the city into three zones.

7.12.2.1 Zone A – Central areas inside the core ring road where only short term parking on hourly basis should be provided between 9 AM to 9PM with high telescopic charges increasing with every hour of parking. These areas will invariably be provided with automatic mechanical parking (AMPs). Beyond 9PM and upto 9AM they can offer lower tariff rates for long term night parking.

7.12.2.2 Zone B – between the CRR and ORR – in these areas a combination of AMPs and Conventional Multi level Parking (CMPs) can be provided at selected interchanges, especially at the TTMCs and other identified locations closer to public transport corridors. Parking in these areas will also be short term time based but at a slightly lower tariff as compared to Zone A.

7.12.2.3 Zone C – outside the ORR – large CMPs may be provided at the TTMC s and other locations adjoining the public transport stations of Metro, Monorail/LRT, BRT etc. these will be long term parking lots of 8 to 12 hour duration at a nominal tariff to encourage the vehicle owners to park at these facilities and ride the public transport system to their destination and back.

7.12.3 To begin with parking for about 10000 vehicles has been suggested at the
following sites in Table 7.13.

Table 7.13 Proposed Parking Sites

S.No.	Location	Phase	Type
1	M G Road	P-1	AMP
2	Near Kamraj Road	P-1	AMP
3	Gandhi Nagar	P-1	AMP
4	Jayanagar Shopping Complex	P-1	CMP
5	Koramangala near Raheja Tower	P-1	CMP
6	Rajajinagar BDA Complex	P-1	CMP
7	Banashankari BDA Complex	P-1	CMP
8	Gandhi Bazaar	P-1	CMP
9	Malleshwaram	P-1	AMP
10	Fire Station, Residency Road	P-1	AMP
11	Dhobi Ghat, Cunningham Road	P-1	AMP
12	SP Office, Miller Road,Cunningham Road crossing	P-1	AMP
13	Near Sagar & States	P-1	AMP
14	Kanteerava Stadium	P-1	AMP
15	City Market	P-1	AMP
16	Bakshi Gardens	P-1	AMP
17	KSRTC Bus Depot	P-1	AMP

Of these sites, where the availability of land is limited and the land values very high, automatic mechanical parking (AMP) which can provide 500 parking lots in approx. 1000 sqm of space have been suggested. In the outer areas, conventional multistory parking (CMP) has been proposed.

In addition, since most of the TTMC’s are proposed to be adequately served by Public Transport like Metro, Mono Rail/LRT, BRT etc, substantial Park and ride facilities should be provided from where the commuters can switch over from private to public transport. These proposals are indicated in Figure 7.2.

Figure 7.2 Parking
(Click on the image for higher resolution)

Similarly at all the termini of Metro, Mono rail/LRT, BRT,CRS and their major stations out side the Core Ring Road should be provided with adequate park and ride facilities are to be provided.

Within the core area where the land is scarce and very expensive, mechanical automatic & semi automatic parking may be provided with heavy time based parking Charges.

In the long run, when the mass transport system is city-wide and adequate, parking demand will stabilize. Therefore it is important that adequate and convenient mass transport system as recommended above is provided.

7.13 Freight Movement

7.13 FREIGHT MOVEMENT

7.13.1 The freight movement through the city particularly on some of the arterials is already restricted in CBD area. Many orbital corridors cannot be easily restrained till such time the wholesale activities are concentrated in the CBD. The strategy already followed is to decongest the CBD by shifting the wholesale market to outer areas or proposed IFCs along the PRR. In order to facilitate the shifting of the wholesale activity from the core areas, both harsh measures in terms of restriction on the activities at their present location and incentives for relocation in the new areas will have to be followed. The restrictions in the central areas could be in the form of banning the entry of HCVs completely and permitting only LCVs between 10 PM and 9 AM; treating these properties as engaged in misuse activities and charge a very hefty misuse charge on a daily basis and a substantial increase in the property tax. All private vehicles should be banned from entering these areas between 9 AM to 10PM. simultaneously well developed wholesale markets may be created along side the IFCs with modern transport, loading and unloading, parking and ancillary facilities. These sites can be allotted to the persons relocating their business on no profit no loss basis on priority.

The provision of PRR is itself going to help diversion of through freight traffic. Nearly 80% of the ORR has lost the sole identity of ring road, the PRR being thought of in this connection will be a boon to the city. Development of another orbital ring road as proposed by BMRDA would also help in diversion of the freight traffic. So far there is no though regarding the shifting of the goods shed. If a ring railway is formed over the outer ring road, shifting of the goods shed to the periphery of the city can also be thought of. But this will take longer time. However, future planning of the rail facilities in and around Bangalore will need to be kept this in mind. Such shifts will have some adverse effect i.e. HCV/LCV movement from the goods sheds on the periphery and any wholesale complexes, into the city will develop. By suitable management measures like restricting these movements during particular timings of the day, problem can be suitably managed.

7.13.2 Integrated Freight Complexes (IFC)
Near the junctions of the PRR with the following radial corridors, six IFC’s are proposed as indicated in Figure 7.4:
1. Hosur Road
2. White Field Road
3. Old Madras Road
4. Bellary Road
5. Tumkur Road
6. Mysore Road
In addition to acting as nodes for handling the HCVs traffic and diverting it on the PRR they will also act as center for wholesale trade. Quite a few wholesale markets to be shifted outside the central area can be located as part of the IFC for efficient handling for bulk goods.

Figure 7.4 Integrated Frieght Complexes
(click on image for higher resolution)

7.14 Demand Control

7.14 DEMAND CONTROL

7.14.1 Reducing Private Vehicle Use
There are two ways to restraint the growth of private vehicles on road to either by pricing policy or by providing better level of service on public transport. Road pricing is difficult to achieve in a city like Bangalore particularly since its enforcement would be very difficult. It should be possible to put constraints in some areas by restricting private vehicles entering into the congested roads particularly during the peak hours. Providing good public transport with feeder IPT modes like Mini buses for facilitating the commuters to reach their destinations from Train/Bus stations would also induce many private vehicle users to shift from private vehicles. In fact with the coming up of the Core Ring Road, proposed improvements in the alignment of the ORR, Coming up of the various Mass Rapid Transit (MRT) Modes like Metro, Mono-Rail / LRT & BRT we can substantially achieve the objectives through the following measures:
--Enough parking lots be provided outside the ORR & CRR easily accessible from the radials reaching the ORR & CRR
--Proper park & ride facilities for long term parking at the stations / termini of the MRT modes out side the ORR.
--Providing comfortable, environmentally friendly transport (Electrically operated / CNG mini busses) between MRT stations and the core areas.
--The parking facilities provided / planned in side the CRR should only be for Short term parking with high hourly charges.
--Congestion Charges be imposed on slab-scale from private vehicles entering first the ORR and then the CRR.
--Private vehicles be completely banned from entering the pedestrian zones
between the shopping hours i.e. 10 AM to 9 PM.
The above measures can help in reducing private vehicles in busy areas.

7.14.2 Land use for demand optimization
The land use and density component of the above strategy can be operationalized only through revisions in the Master Plan. High traffic generating activities and high density (high FSI) zones should be realigned around mass transport nodes and along major transportation corridors.
Such a reorganization of land use and density cannot be realized only through the modifications in the Master plan. In already developed areas, this needs to be translated into projects for planned redevelopment, ensuring that the high density and high intensity of activities are supported by appropriating land for improvements in the road network, street design and supporting infrastructure. The energy for redevelopment already exists in the real estate market in Bangalore, and will receive further impetus from the implementation of mass transport projects.
In new growth areas, a mechanism for micro-level planning (such as Town Planning Schemes in Gujarat) will need to be introduced to ensure that all new development is adequately served by primary, tertiary and secondary road network with provision for public transport facilities. These would also essentially have to be translated into land management projects.

7.14.3 Development of Integrated Facilities
As already pointed out, Bangalore has a good network of rail system, which can be converted by adding a few facilities like parallel lines, electrification, additional stations etc to serve as a commuter rail system also. Detailed studies have been completed already. CRS along with the Metro system under construction and the Bus transport can be integrated with good interchange and parking facilities at stations to form an Integrated Transport System.

7.15 Transport System Management - B-TRAC 2010

7.15 TRANSPORT SYSTEM MANAGEMENT - B-TRAC 2010

7.15.1 Background
Bangalore City, has witnessed a phenomenal growth in vehicle population. As a result, many of the arterial roads and intersections are operation over the capacity (i.e., v/c is more than 1) and average Journey speeds on some of the key roads in the Central Area are lower than 10 Kmph in the peak hour. Therefore, it has become necessary to establish plans for efficient traffic management in Bangalore. In this regard, Bangalore City Police have envisaged the “Bangalore Traffic Improvement Project – B- TRAC 2010”

7.15.2 Goal and Objectives
The objectives of B-TRAC 2010 would be two-fold:
1. Operational Objectives:
(a) Reduce traffic congestion by 30% in the Central Area of Bangalore City;
(b) Reduce accidents by 30% in the city of Bangalore;
(c) Achieve significant reduction in pollution;
(d) Achieve substantial compliance of Traffic Laws and Rules; and
(e) Set up an effective Trauma Care System.
2. Institutional Objectives:
(a) Coordinated traffic management by developing mechanisms for the same, like institutionalizing Traffic Task Force, Road Safety Committee, Traffic Action Committee etc;
(b) Robust Revenue Model (traffic funds to pay for traffic management infrastructure and maintenance);
(c) Legal and Institutional reforms;
(d) Capacity Building (Modernization and up gradation of Traffic Training Institute etc.); and
(e) Strengthening of Traffic police by augmenting officers and staff; construction of buildings and provision of modern communication and mobility.

7.15.3 Approach
The city of Bangalore needs a traffic management that addresses not just supply aspects, but also demand and B-TRAC – 2010 adopts this very same approach.

7.15.4 Strategy
B-TRAC-2010 framework would be as follows:
(a) Land use development controls;
(b) Primacy to Public Transport;
(c) Parking controls and management;
(d) Automated Control and Enforcement (ITS/ATC);
(e) Entry Restriction to the Central Area; and
(f) Road safety plan for accident reduction.
Specific components of the strategy are:
(a) Central Area – Area Traffic Control System; One way systems; dedicated bys lance and signal priority for buses; Parking controls; creation of no-auto zones; restricted entry of traffic in to the core area
(b) Core ring road development for unhindered movement of traffic thereby avoiding the central area
(c) Corridor Traffic Control System (as in ATC) for the several radial roads
(d) up gradation of intermediate and outer ring roads and development of the peripheral ring road
(e) Traffic police modernization with improved communication, computerization, mobility, capacity building and automated enforcement systems.

7.15.5 Components
The various components of B-TRAC are as under:
*Junction Improvements
*Street Furniture and Road Marking
*Intelligent Transport System including. ATC, VMS etc for 250 intersections
*Surveillance / monitoring and enforcement cameras etc
*Education and Training / Others

7.15.6 Benefits
(a) Traffic congestion will be reduced by 30% in the Central Area of Bangalore City
(b) Accidents will be reduced by 30% in the city of Bangalore
(c) There will be significant reduction in pollution
(d) Substantial compliance of Traffic Laws and Rules will be achieved
(e) Effective Trauma Care System will be set up
(f) Coordinated traffic management will be achieved
(g) Level of traffic and road safety awareness will be enhanced and
(h) State of the art traffic policing and regulation will lead to substantial compliance.

7.15.7 Summary
B-TRAC 2010 will be first of its kind project in the country to address the issues of traffic congestion, safety etc by utilizing the latest traffic management technology and techniques, which are appropriate to our context. This will give the much-needed scope for larger infrastructure projects to be planned and implemented for improving the transportation system in Bangalore city.

Chapter–8 Transport Integration

CHAPTER – 8 TRANSPORT INTEGRATION

8.1 NEED
A multi-modal public transport network for the BMA has been proposed to be developed to meet expected commuter’s travel needs. Integration of various modes of transport is vital to evolution of a least-cost and viable transport system. Objective of an integrated transport system is to offer maximum advantage from economic, traffic and planning considerations. Various transport modes are to be integrated in such a way that each mode supplements the other. For effective integration, total transport system has to be planned, implemented and operated under common policies. Depending upon the forecast transport demand and other parameters along various corridors, an appropriate transport system giving least-cost option has been proposed.

8.2 INTEGRATION OF MODES
8.2.1 It is not possible to provide direct origin to destination service and vice a versa for all commuters. The need to interchange modes and or corridors is an essential feature of any public transport system. The planning objective as stated earlier is to minimize the need to change and when change is essential to make it as convenient as possible and with minimum time loss.
8.2.2 The proposed network includes corridors that are collector routes to serve areas at some distance from the mass transport routes. Another corridors are radial that normally would be direct origin to destination routes and hence will meet the objective of minimum interchanges. There are circular routes that will interchange with the radial routes. On these routes, one interchange should meet the needs of most commuters. The overall network of radials and circular corridors has formed a grid and hence most commuters should not need more than one or two interchanges.

8.3 FEEDER SERVICES
Feeder services to the proposed network will also be important in order to provide convenient and quick transfer of passengers from one mode of transport to other. As all commuters will not be living within walking distance of the proposed network, proper planning for feeder services will be necessary to ensure the forecast passenger demand on the system. For catchment area of about 0.5-1 km from the proposed network, commuter can easily access it by walk. People residing in next 1-km can reach station by cycles, scooters, autorickshaws and mini-buses. Areas outside the 2-km catchment area will require regular feeder bus services to important terminals/stations. Feeder services can also be provided by Para-transit modes. However, choice of a particular mode will depend upon passenger demand, road cross-section, road gradient, etc.

8.4 INTER-CHANGE FACILITIES
8.4.1 One of the most important elements of transport integration is the provision of inter-change facilities. Required inter-changes will be between the proposed mass transit systems such Metro, CRS, LRT/Monorail, BRTS and with other feeder services. Integration facilities at stations would depend upon expected station load to ensure proper system utilization. This will also include approach roads to stations, circulation facilities, pedestrian ways and adequate parking areas for various modes that are likely to come to important stations including feeder, bus/mini-bus routes. The provision will have to be made for peak demand at each station. At either stations, proper road based integration is to be ensured.
8.4.2 Figure 7.1 shows the interchange points in the mass transport network. There are 49 locations of interchange with high capacity mass transport modes.

Zoom In

8.4.3 The main issue is to make these interchanges convenient with minimum time penalty. Facilitates for interchange between modes/corridors should be planned for convenience and minimum loss of time. Side by side or vertical interchange that involves minimum walking is the best and hence has to be the norm in planning. It is proposed that planning and design of convenient interchanges and safe access from the area up to stations and stops forms the subject of a special study devoted to achieve the objective.

8.5 OPERATIONAL INTEGRATION
Integration at operational level will be required to synchronize the timings of mass transit and feeder services. For efficient inter-change, walking/waiting time at these stations will need to be minimized. Introduction of common ticketing and their availability at convenient places will be necessary to ensure forecast patronage of the system. An integrated passenger information system covering all modes through publication of common route guides, time-table, information boards at terminals for providing up-to-date information for the system users will also be important.

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Chapter–9 Cost Estimates, Phasing And Financing Plan

CHAPTER– 9 COST ESTIMATES, PHASING AND FINANCING PLAN

See Attachment (pdf 186.75 kb)

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Chapter–10 Institutional Development

CHAPTER–10 INSTITUTIONAL STRENGTHENING

See Attachment (pdf 79.65kb)

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Bangalore Mass Transit - Summary of Past Study Reports

The first CTTP for Bangalore had been carried out in 1963-64 by the Central Road Research Institute (CRRI, New Delhi). This study, though termed “Comprehensive” had focused on the road system, & had proposed construction of 138 km of ring roads, 77.5 km arterial roads & various grade separators, pedestrian subways and truck terminals.

An effort to refresh the data & update the proposals was made by the BDA (Town Planning Dept) in 1977. One of its recommendations was to look into a mass rapid transit project, i.e. a Metro system, or similar.

This hade been taken up by a high-level Committee in 1981 & the Lynne Committee, that had been appointed, agreed that a Metro study was warranted, and a team from Southern Railways, Chennai (Madras, then) was commissioned to do this.

In 1983, the Southern Railway team recommended a 2-corridor Metro of 24 km, & also 3 commuter rail lines, and a 58-km ring railway over a 25-year period. No action followed this proposal.

In 1988, RITES was commissioned to do another transport study, with a broad coverage of roads, traffic and mass transit. The study was completed, proposing various road & traffic improvements, & also improvements on commuter rail lines, but again without much follow-up action.

In 1993, the State established another committee to look into mass rapid transit. This committee recommended the same metro project put forward by Southern Railways in 1983 and the same circular railway. Again, there was no follow up action.

Meanwhile, the CDP that had been made & approved in 1984 was again revised in 1994 due to very high unanticipated growth, & finally approved in 1995. This plan was a zoning document with rough locations for road networks – It had no bearing on transport matters.

In 1994, the Bangalore Mass Rapid Transit Ltd was created, to seek a public /private partnership for a mass rapid transit project (25/75 basis). The government also introduced a special city cess dedicated to the anticipated mass rapid transit project. BMRTL commissioned a feasibility study, which pointed in the direction of an Elevated Light Rail, 96-km long network on 6 routes. The alignment was on major radial roads, & the first route, completely elevated, was from Aranganagudda on Mysore road, to Indiranagar bus depot (via Chord rd, Platform rd, KG rd, Residency rd, MG rd & OMR). The capacity was about 25,000 phpdt. The forecast was that it would attract 40% of road-based traffic. Some action followed, at last. UB Group undertook further development of the project on a BOT basis. After more detailed studies of costs & demands were made, they asked for a 94/6 funding formula (the study probably showed poor profitability – this study report has not been made public). The matter had ended there as they were prepared to bring in only 6%, which was unacceptable to the state.

In 1999, BMTC commissioned a feasibility study for a bus-based mass rapid transit system (BRT). The study, completed in 1999, identified a network of 20 bus routes, composed of Siamese-twin central rings intersected by 8 radial routes. A pilot 12-km line from Jayanagar to Shivajinagar was estimated to cost Rs.39.5 crores. This included the exclusive corridors /depots & 35 dedicated vestibule buses, provided as aid by SIDA (Swedish International Development Agency). Nothing is known about this proposal – it has not been rejected, nor has it been accepted. Press reports at the time suggested that SIDA was not prepared to provide the rolling stock since the city had failed to create the corridors, despite studies endorsing it’s viability.

In 2003, DMRC was commissioned to carry out a detailed study for a metro, to be done along the same technical & financial approach used in Delhi. This entailed a 25/25 contribution from the Center & the State /City, the rest to be borrowed from domestic & international sources (specifically JBIC). The feasibility study also included an environmental impact analysis. The study recommended a 2-line metro, 18 km and 15 km in length, cross-shaped, with the middle of the cross at Majestic. Station spacing was to be 1 km on average (32 stations of which 7 underground). This proposal had been accepted, & the actions following this, went the full distance, finally, though debates had delayed the start of construction.

CCTF Report

A Commuter Comfort Task Force (CCTF) was setup in 199x to suggest improvements to Bangalore's public transportation system. Since BMTC bus was the only mode of public transport, this task force was essentially setup to consult with BMTC. CCTF produced a report outlining some suggestions, most important of which was around routing of BMTC buses.

CCTF Report 6. Key Recommendations

6. KEY RECOMMENDATIONS OF THE TASK FORCE (IMPLEMENTABLE BY BMTC)
6.1 Improved Connectivity
The Task Force is unanimous that improved connectivity is a necessity for a comfortable journey for an individual. This not only involves bus connectivity but also multi-modal connectivity and steps must be taken in that direction to streamline the operations of buses, trains and the proposed metro railway. While the BMTC has begun to selectively introduce buses on a direction-oriented basis, this needs to be promoted and encouraged so that the need to travel to the centre of the city is reduced. In some ways, it will involve the creation of a multiple hub and spoke model with hubs on the periphery of the city with feeder services linking the hubs and services operating between these hubs being the ‘grid services’ or the metro bus services.

It must be emphasised that the BMTC should use an external benchmark to gauge its progress on the providing improved connectivity. We recommend that the BMTC set a target of capturing 60% of all journeys by 2006 up from 50% currently. This would require increasing ridership and capacity by approximately 15% every year (compared to 10% currently).

A separate discussion on the grid system is already covered in section 5. However, connectivity with all modes of transport needs to be encouraged with the BMTC providing last mile service to all road users.

6.2 Recommendations for people with special Needs

6.2.1 Senior Citizens

BMTC intends to provide concessional passes of 50% discounted fare between 11am to 5pm (a period of six hours). We recommend that the time restriction be removed, with the discount being extended to daily, weekly and monthly passes in addition to daily tickets.
In buses two seats are to be earmarked for senior citizens, but this is not done yet in some buses. Implementing this in the buses, needs education and training of BMTC staff and commuter’s co-operation.
Most drivers keep the buses moving while the commuters are alighting and boarding the buses. This habit has proved very dangerous for women, children and especially, senior citizens. The drivers should be trained and strictly instructed to stop the buses completely at the stops and move only after the commuters are safely inside the bus.

6.2.2 Children

Students are among the worst hit by overcrowding in public transport as they usually carry with them large school bags which are not manoeuvrable. The large amount of money that parents are willing to pay in order to ensure that their child goes to school even if it is an a cramped auto is an indication of the opportunity that exists to provide an efficient public transport system.

We recommend that the needs of students be identified through consultations with schools and exclusive ‘School Special’ trips during pre and post-school hours, i.e., between 7 to 9 am and 3 to 5 pm. It is also recommended that a campaign to change timings in school be conducted to ‘spread the peak hour’ and increase the carrying capacity of the roads.
It is also suggested these school special trips can run on a regular revenue model of monthly commuter passes. Objective of this scheme is to attract those parents who send their children in Auto-rickshaws, personal vehicles and to ensure highest safety with easing congestion near school zones. Student concessional passes would continued to be allowed in regular buses but these school special buses exclusively run for student on monthly passes.
Options of starting buses inside schools, which have larger compounds need to be explored like starting of buses from Baldwins Boys High School. (or like the GKVK campus of the University of Agricultural Sciences).

6.2.3 Physically Disabled
The current design of buses and bus stops together with the non systematic stoppage of buses on roads make it difficult for this category of people to use buses even if at off-peak hours when the load is lower. In addition to the recommendations above (for both children and elders), it is important to make changes to the design of buses itself that make it easier for such users to use these buses. Lower floors and better-designed bus stops will be essential as well as sound indicator mechanism for those with visual disability to enter and exit the buses.

6.3 Safety

The importance of safety cannot be over-emphasised in the present context as road accidents place considerable costs in terms of serious injury, productivity losses and lives lost. In addition, a safer road environment has been documented to create lower stress levels and reduce road rage, which is increasingly becoming a problem with higher levels of congestion.

While the role of other stakeholders is covered separately, there is a greater role that the BMTC can play in order to improve road safety both for itself and for other road users. The record of the BMTC is certainly not a bad one but there are areas for significant improvement. Appendix A gives a break up of the total number of cases booked under the Motor Vehicles Act for the year 2003 (up to the month of May). If this is projected into a twelve-month scenario, the results do merit some concern. If other recommendations of this Task Force are followed, a majority of the cases can be handled as Foot Board travel accounts from nearly two thirds of the total number of cases booked against the BMTC. Areas of concern include jumping of red signals, reckless driving and cutting the yellow line. This Task Force believes that the only way to further reduce the number of cases booked against is by a sustained campaign to train all BMTC drivers in defensive driving.

Education and constant reinforcement of the message that safety is first is crucial to ensure that there is a continuous improvement in the record of the BMTC. The Task Force also notes that the accident rate of the BMTC at 0.22 per lakh km is one of the lowest in the country. However it is important not to be complacent but continuously improve.

6.4 Differentiation of Bus Travel

The recent modifications that have been made to existing buses have helped to create a new look bus be continued with the BMTC pioneering the move to improve public transport and the comfort of the travelling public. In order to increase the percentage of the commuting public using the BMTC buses, it is necessary that differentiation of buses be created much like how the Pushpak buses originally helped to create a niche market (which has since been eroded for various reasons).

However, the differentiation should not be so complex or based on a route-based system with little or no real choice on a given rule. The differentiated buses should act like competition with the existing services in order to enhance the comfort of the travelling public. Two classes of travel are suggested. The first would be the introduction of Express buses (and designated as such). The second would be the gradual and widespread introduction of air-conditioned buses on certain key routes with revenue generating potential. For people to make the switch to start using buses in preference to their own private modes of transport, it is necessary to create a significantly better travelling experience to entice those users of their private vehicles to start using the bus service. Air conditioned buses and Express buses might be a step in that direction. Ideally, these buses should be differentiated from the other buses through a different chassis/ lower floors or other visible difference which can be their unique selling point. Smaller buses can also be introduced in order to emphasise the difference.

6.5 Other Recommendations

6.5.1 Bus Design
Members inside PE2100 bus to inspect passenger friendly design

Vehicle chassis being used in Buses are derived out of Truck chassis, which are not comfortable for city transport. Hence task force recommends that BMTC should convert all the chassis into low or semi-low chassis, with Euro II engines.
At the bus stations/stops, the entry door should be in level with the Bus floor. Commuter should be able to walk into the bus. This is very helpful in Indian conditions, wherein women wearing saris is common. This measure is immense beneficial to physically challenged persons, kids and senior citizens.
Bus Floor should be even without any undulations
Driver’s seat should be barricaded as to not allow any commuter to stand behind / near him.
Ceiling horizontal grip rod should not be very high as well as the hand belts should be made immovable
Standing and sitting space should never over loaded. Task force believes that implementation of Grid scheme, which ensures high frequency of buses will limit over loading.
Stipulated standard leg space and elbow space should be maintained between seats.
Information / Communication

Inside space wherever possible in the buses should be utilised to communicate messages to commuter, specially seeking co-operation from them, to avail tickets, to give appropriate exchange and some socially relevant messages. Un-used space could be utilised for commercial advertisement.
It is recommended to display ‘intimate us in case of rash driving’ signage, behind the Bus. This would help minimising rash driving by drivers, for the fear of being complained to authorities. Now-a-days this has been standard practice in reputed institutional buses, to enhance road and commuters safety.
Electronic display of Route maps inside the buses with indication of present stop coupled with audio really help commuter

Destination boards

Should be distinct, broad and legible even from a distance.
Display destination boards at all sides of the Bus, front, rear, right side and left side (entry) as well.
LCD destination boards, which are clearly visible even during day, should be tried. This would help to add cosmetic value, to attract commuters and for easy handling from staff.

Bus Doors

To facilitate better crowd control inside the bus it’s recommended to follow ‘rear entry and front exit’ scheme, which is in practice in all cities in country. This scheme would automatically be implemented with other reforms like reserving left side seating for women and senior citizens and right seating for men, implementing Q-system and vending tickets in bus stops/stations.
Pneumatic shutters/doors are good safety measures. This should be implemented in all buses and ensure that buses should not move unless the shutters are closed. Technological improvement should be made to facilitate ‘stop n open– close n move’ system and reduce failures.

6.5.2 At Bus stops/stations/main stations

The time is ripened enough to look at Decentralised Bus Terminal concept.

In bus stations such as BTM Layout, Domlur, Banashankari, etc., ‘Park and Ride’ scheme should be built and implemented to discourage personal transport for longer distances.
These terminals help commuters to Park their personal vehicles, take grid or trunk routes and come back and drive back home.
These terminals should house commercial shops, which not only help commuter to shop and ride back home, but also ensures financial viability of building.

It is recommended to implement ground booking of tickets either through manual or through ticket vending machines. This will help burden on conductor and help to improve revenue.
Automatic Ticket vending machines should be tried out first in AC buses. Based on the response, this can be extended to regular or Janapriyavahini Buses.
Monitoring and ticket checks need to be conducted in the initial period of implementation, but later once commuters get used to system, it would be beneficial to both Corporation and commuters.
Ban parking of any vehicles around 100 feet of bus stop either way, with the help of Police. Auto-rickshaws tend to occupy bus stops creating nuisance not allowing buses to park safely.
Information, Education and Communication to commuter
Information to public is the most neglected aspect of public transport management. IT initiatives such as Pubic Information Systems (PIS) can be implemented in Bus stops and stations. BMTC already implementing GPS based vehicle-tracking system, in which the real time location of buses/arrivals at stops along the route can be communicated through Real Time Passenger Information systems (RTPIS) to waiting commuters, through LCD panels. This would specially help at intersection points once Grid scheme is in place.
At Majestic bus station increase the number of help desks.
Setting up Information Kiosks at Majestic and major bus stands such as Domlur, BTM layout, Vijayanagar, Jayanagar, etc., would help commuters for quick and easy information accessibility.
Massive LED/LCD panels set up in major stations with rolling information boost Public Relations with commuters.
Route maps displayed on Bus station/stops help commuters
A Bus Information guide to be made available with routes, stages, fares, time table and such commuter friendly information for a nominal cost and updated regularly.
Re-introducing Queue system at bus stop and station is imminent. This can be implemented with the help of police and respective area depot managers.

6.5.3 On Road

Task force recommends trying out pilot dedicated lane for Public transport. This would prioritise the BMTC buses, helps adhere to scheduled time and popularised the public transport mode. A pilot project should be implemented in one route wherever feasible, under BATF with co-operation from Police and BMP. Based on the results / opinion, decision could be made to expand it or not.
Organised more Bus bays wherever possible in cooperation with BMP.
On many roads Bus stops face each other on either side of road. This needs Bus stops re-arrangement by creating a minimum space of 100 feet between two stops on either side of road.
Help identify and create more Bus shelters with BMP. Encourage current design, which is great and self-sustaining model.
Task force also recommends providing Refuges (Pauses) in the centre of broad roads with or without median for pedestrian safety.
Initiation of Transport Wardens (similar to Traffic Wardens / Shuchi Mitra’s) is a welcome measure. These honorary Transport Wardens help BMTC in educating commuters, drivers and other ancillary assistance.

It is also suggested that route maps be installed in every bus and every bus stop. In the bus, the route map could be that of the bus itself. In the bus stop, it could be for all the buses coming to that stop in addition to the total grid map of the city. This measure is essential for the grid route concept to succeed.

Every route must be published in a easy to use manner for all citizens. In the long run, it is suggested that the BMTC consider heavy investments in information technology to ensure that information is available to commuters easily.

6.5.4 Passenger monthly Bus passes
Validity of Identity card for the monthly pass holders should increased from present 1 year to a minimum of 5 years.

CCTF Report 3: Present Transport Situation

3. THE PRESENT TRANSPORT SITUATION

The present bus system has to be seen in the context of the history of Bangalore and its development as a city. The original city has a clearly and visibly bifurcated development with a Cantonment area controlled by the British Raj and a Western area under the control of the erstwhile Maharaja of Mysore. Two centres developed with one around Shivaji Nagar and the second around what is today called K R Market or Kalasipalayam. Subsequently, the creation of the City Railway Station and the formation of the Bus Station led to a third centre within the city. The current bus system was designed to serve the needs of this original city layout. However, the urban sprawl that has been created through an almost relentless growth in the city from the 1960’s has resulted in the existing model of bus transport not being able to support the growing needs of the city.

	1981	2003	% change
Two- wheeler	125,600	1,304,691	939%
Cars	31,738	248,303	682%
Buses	5,090	25,244	396%
Autorickshaws	10,355	68,052	557%
Population	2,900,000	6,200,000	114%
Population data from Census, rest from Bangalore Traffic Police

The population of Bangalore has grown exponentially in the last twenty years on the back of what is described as the Information Technology (IT) boom. The dramatic increase in the number and the scale of IT has created growing opportunities especially for the increasing middle class. The flip side to the growing of the city has been the prolific growth in private vehicles. The class of vehicles that have grown substantially are the two wheelers growing almost 1000% in the past twenty years. In the same period, there has been no corresponding increase in road area thereby causing extreme congestion.

The responses to increasing levels of congestion in the city have included measures to increase the carrying capacity of the roads through the imposition of one-ways, widening of roads (through narrowing of footpaths) and construction of flyovers in order to alleviate congestion. While all these measures have resulted in some relief to commuters, the inability to have a systematic method to reduce private vehicles and encourage the use of public transport continues to cause increasing levels of congestion within the city. One ways are a temporary solution until the next crisis when the number of vehicles continues to increase in order to service the needs of areas. Flyovers that are being constructed are not always designed for public transport users resulting in bus users being further discouraged from their use. For example the lack of a bus stop on the existing Mysore Road flyover and also the proposed Hennur Road flyover means that many commuters who live or work alongside the flyover will be forced to walk additional distances in order to catch a bus. Innovations to increase bus usage might require retro-fitting of bus stops onto flyovers with pedestrian ramps for people to get to these bus stops.

Public transport currently is predominantly destination oriented to one of the three city centres which each city centre serving a different area. This causes most areas apart from those within the centre of the city to be connected with a very poor frequency of buses. This further discourages the use of public transport thereby increasing the number of private vehicles even more.

The BMTC buses have also been relegated to a lower rung in the hierarchy with the traffic police responding to higher congestion with restrictions on movements of BMTC buses and autorickshaws thereby penalising those using public transport while further (indirectly) promoting the use of private transport.

Present challenge – providing connectivity

In addition to the fact that most areas have a destination oriented bus system, the location of the area will usually determine the destination of the bus itself. There are about 140 terminating points or end points in the city. From each of these end points, buses are operated to the three Central points KBS, KRM and Shivajinagar (about 350 routes), and only a few routes (about 50) are operated from some points to other without touching any central point. In addition to the fact that most buses are destination oriented, all three terminuses do not provide an equal frequency of buses to all parts of the city. The northern and eastern parts of the city are serviced mainly by the Shivaji Nagar Bus Terminus. The south and south west by the K R Market Bus Terminus while the Kempe Gowda Bus Terminus serves the western and North Western parts of the city. This creates some strange anomalies during the use of the present bus system.

The original three city centres connected by the BMTC are generally well connected subject to the limitation given above. However, given this limitation, the result has generally been a public transport system that services people who’s main needs are based around the three central points. The beneficiaries of this system are government employees who’s offices are in the area of the city centre, students (generally of government schools and colleges in the area) and people coming in to the markets at either K R Market or Shivaji Nagar. Historically, the location of the bus stops also helped to service the medical needs of people visiting the city for a day. Typically, traders or farmers who have come in to sell their produce within the city. Vani Vilas Hospital, Victoria Hospital, Bowring Hospital and St. Johns Hospital among others are located very close to an important market and also a strategic bus terminus. The good connectivity of the city centre is shown in the figures below.

Diagrammatic representation of present system

Despite the BMTC operating nearly 3200 buses with a similar number of schedules covering 45,000 trips, completing around 7 lakh service kilometres per day is unable to increase its share of commuter traffic much beyond 50%. The remaining take private transport or walk to their place of work or study. This is partly a result of poor connectivity to any part apart from the three key destinations. In addition to the fact that this kind of system requires more buses, it causes an ‘under-utilisation’ of capacity everywhere except the extreme periphery of the city.

The information technology boom has created an additional set of challenges for the city. The increase in number of quasi legal chartered services to transport people to their places of work especially in the night has dramatically increased the number of Sports Utility Vehicles like Tata Sumo and Toyota Qualis. This fragmentation of transport needs further increases congestion within the city and at the same time many of these vehicles are emerging with a reputation for being ‘road bullys’. The relative affluence of the two wheeler driving class also means that ensuring that they do make a change to public transport will require better service levels and greater levels of comfort. This might call for the BMTC to further develop and differentiate its services with air conditioned and/ or express services to grab a larger pie of the commuting population.

Coverage of BMTC within City limits

In addition to the fact that connectivity to the centre of the city is good but poor everywhere else is the fact that different areas get serviced based on where it is relative to the central city bus terminus. Travel within the same zone (area serviced by a terminus as highlighted above) is relatively simple and is possible without much problem. However, if travel has to be made outside the zone, it can often involve taking up to three buses or involve an extraordinary amount of waiting time. The third bus is to travel between one of these terminuses. The result therefore is poor connectivity thereby causing many people to prefer private transport to the public bus.

Hence This Task Force is of the opinion that the key to improving commuter comfort is to improve connectivity as a first and necessary step.

When this step is taken in conjunction with a large number of other measures, it can help to increase the comfort of the passengers travelling on public transport beyond the 50% market share of public transport, which it has failed, to breach. It is also important that the BMTC set an external benchmarked target (like 60% commuter market share by 2006) or some other method in order to move in a specific measurable manner, which can act as a barometer of passenger comfort in Bangalore. This is radically different from the current system where success is measured through the number of buses operated or the financial viability of the Corporation.

The challenges facing the BMTC are many and the solutions cannot be seen as piecemeal. It has to be a part of an integrated transport package that results in a significantly better travelling experience for the commuter. It on the one hand requires the BMTC to improve services to take care of needs of people who currently use private transport. It also requires the Corporation to work together with other stakeholders like the Bangalore Mahanagara Pallike (BMP), the Bangalore Development Authority (BDA) and the Bangalore Traffic Police (BTP).

The Task Force suggests that a single transport agency be created with a transport policy statement to ensure that all issues with regard to land use, planning and transport are part of an integrated solution to improve the daily travelling experience of the commuting public. This Task Force is also of the opinion that public transport should be given priority over all other modes of transport.

This necessarily requires involving other stakeholders in a dialogue with the solution of the transport crisis as the objective rather than any other objective. Priority for public transport could be through a variety of means and a few of these are outlined in the report. Making a more efficient public transport system is a necessary carrot while other measures could include banning of all private vehicles on select roads during peak hours, higher parking charges, peak hour congestion charges and priority bus lanes.

CCTF Report 4: Transport Solutions Proposed

4. TRANSPORT SOLUTIONS PROPOSED
There are many solutions that are proposed to the increasing levels of congestion within the central areas within the city and around the city. Though there are a few rumblings of how it is essential to make sure that all transport is integrated into a single system. Many different systems are being proposed and the bus will continue to have a vitally important role even if every new system does come into place (refer Appendix B. Importance of connectivity).

This section will go into each of the transport solutions that are proposed and BMTC responses that are required in order to ensure that they effectively tackle the transport problems that exist within the city. It is beyond the scope of this report to go into a comparison of financial viability of the various modes of transport that are proposed. However, we will attempt to outline a simple cost benefit analysis based on historical experiences in other cities.

4.1 The Metro Rail

The Metro Railway has been designed to alleviate the congestion in the central part of the city. It is under implementation by the Bangalore Metro Railway Corporation like the sister concern: the Delhi Metro Railway Corporation. Initially, it is proposed to have two lines totalling 33km with some part of it being underground and most of it being overground. The total investment for a North-South line and an East West line was in the range of Rs. 5,000 crores.

The advantage of a Metro railway is that it can carry upto 57,000 passenger per hour during peak hours.

proposed metro system

It therefore is a Mass Rapid Transit (MRT) system. In addition, it is a clean and comfortable mode of transport, which is supposed to transport people at speeds of upto 60kmph. The high cost of implementation of the Metro Railway is the main argument against it. Historically, there are very few (if any) Metro Railway systems that can operate without some form of state support. In Singapore, the capital cost of construction for the Metro was waived when operations started, in Hong Kong the investment in property subsidises the loss making railway business while in most of Europe there is direct state support to keep the metro railways running. In addition, most metro railway systems are put in place before the creation of urban sprawl the way it has happened in Bangalore. This allows for growth to take place along the railways lines unlike what is proposed where the railway is ‘inserted’ into an already congested city. Given this reality, the requirement then would be to ensure that the Metro railway is well connected to other modes of transport. Even after the Metro Railway is formed, connectivity to it will continue to be crucial in ensuring that people have access to the system.

The task force calls for an alignment of the Metro Railway so that existing bus terminuses like SBT, Malleswaram Bus Terminus and Indira Nagar depot are integrated seamlessly with the Metro.

4.2 Commuter Railway System

The Commuter Railway system aims to use the existing rail infrastructure to provide a mass rapid transit option using the existing railway tracks. It will however involve some investment, mostly to lay additional tracks alongside the existing ones and signalling with expenses for the purchase of locomotives and coaches. The direction of the commuter railway is similar to that of the Metro Railways with it being separated by a distance of around one kilometre from the other at most points.

Creating a CRS is a fairly inexpensive method to leverage existing infrastructure to service the needs of the commuting public.

The Commuter Railway System

The total cost of the commuter railways is documented to be in the range of Rs.1,200 crore. However, like with the Metro Railway connectivity remains the single most important factor to ensure that it can help alleviate commuter comfort.

The task force calls for a commencement of negotiation with Indian Railways to ensure that all existing train stations allow access to BMTC buses where possible to pick up passengers as a matter of routine.

This could include special areas in the Bangalore Cantonment Railway Station as the creation of one ways have moved the bus stop away from immediately outside the station. In addition, it calls for the beginning of services to all railway stations where it is feasible like Hebbal, Malleswaram, Banswadi and Byappanahalli among other train stations.

4.3 Bus Services

The Task Force have accepted the need for a more comprehensive and better public transport model. The Bus plays a crucial role in this model as it provides connectivity to the last mile even for those using the railway system: be it the commuter railway or the metro railway. The bus system must be tightly integrated with the MRT system and where possible should function like an MRT.

4.3.1 Destination oriented bus system

The existing model of bus transport is a destination oriented bus system, with the city having three hubs in KRM, SBT and KBS. As highlighted earlier in this report, it has functioned well while the city still had three distinct city centres. The present system can continue to operate and be profitable but it is unlikely to increase commuter market share much beyond 50% due to the growing decentralisation of the city. The under-capacity of the system would remain at the present level but would increase in absolute numbers. Therefore, there would be an increase in the number of two wheelers, SUV’s, taxis and auto-rickshaws. Public Transport is unlikely to be a preferred mode of transport if it does not provide access to all areas based on a system of buses. Modifications to this destination oriented model were also proposed through the identification of key points on the periphery of the city. All the key points would be connected to every other key point through a system of buses while feeder services would service the areas beyond or from the key points. This involves the creation of a multiple hub and spoke model, which is more effective than what is at present but concern remains on some issues on this model. It is proposed that it be studied and incorporated into a future bus system where possible.

4.3.2 Grid System of Buses

The grid system of buses is one that aims to fix some of the weaknesses of a destination oriented bus system as being followed currently. The first proposal to launch a grid system of buses came from the BMTC itself. In the report ‘Metro Bus Concept for Bangalore City, Revised Approach’ twenty-seven routes are outlined in a grid system. A detailed discussion on the benefits of the grid system is given in Section 5. Details of the system, the logic of operation, the logistics and other details are outlined in further section.

currently no higher resolution image available.

CCTF Report 5: The Grid System of Buses

5. THE METRO BUS SYSTEM (GRID SYSTEM OF BUSES)

The key recommendation of this Task Force is that there needs to be better connectivity among various parts of the city. Buses play a very important role in urban transport, at very least providing last mile connectivity for all passengers. The choice of the public transport system will play a crucial role in the development of the city. As highlighted in earlier reports of the BMTC, the choice that Bangalore has is one between an organised public transport system and one where public transport becomes highly de-regulated and fragmented.

A feasibility study has shown that Bangalore would benefit greatly from the implementation of a Grid system. It has also shown that such a system can be realistically introduced, at least from technical and economical viewpoints. Grid concept of transportation supports Mr. Parameshwaran’s model as well. It is a synchronised metro and trunk route system. Hence what is required to implement is not money – the investments are rather reasonable – but factors like political will, coordinated effort, popular support and enforcement will play an important role. The undertaking of such a system would also provide the necessary feedback and experiences for successful continued reforms.

The key recommendation of this task force is for the implementation of a grid system of buses in order to improve connectivity to all parts of Bangalore. Improved connectivity within the bus system and also between the different modes of transport will help to increase the market share of the BMTC of passenger trips.

5.1 Features of a Grid System of Buses
The Grid System of Buses is designed for implementation in radial cities much like in Bangalore. A very similar system is followed in Paris and the route map of the system there is attached with this report (refer Appendix H). The Grid system divides a radial city into grids (or blocks), which are served by north- south, east- west and diagonal bus routes. This ensures that all parts of the city are well connected through a spider web of linked bus services. Much like a spider’s web, the grid system will facilitate connections on parallels (as highlighted above) in the city and also along concentric circles depending on the size of the city.

Diagrammatic representation of GRID Scheme

The Grid System of Buses has to be implemented with an excellent feeder bus system that ensures that a substantial majority of commuters do not have to walk more than 500m from their houses to catch a bus. The Grid System however will have to function in a complex with existing systems till such time there is no defined need of having a central cityterminus system. This is because the three terminals are located at the centre of economic activity of Bangalore based on the fact that these areas historically did provide the best economic and trading opportunities. However, over a period of time, it will be necessary to re-adjust routes going to the centre of the city without adversely affecting connectivity.

While recognising the need for a Grid System of Buses, this Task Force also recognises that it is no panacea for all that ills the transport sector in the city. This system will be effective only subject to many conditions that will help ensure that connectivity is better through all areas in Bangalore. The implementation of a Grid system has to be simultaneous with a massive publicity campaign to educate people on the system and how it will benefit them. At the same time, it is crucial that detailed maps are made available on details of every route and every service with details on feeder services also. Route maps should be ubiquitous in their presence at ALL bus stops, inside all buses and in a BMTC published time table published every year like the Indian Railways time tables.

It is also important that all routes have to come into implementation at the same time. Introducing some routes while ignoring others will not help increase market share. At the same time, a massive training exercise must be undertaken among all staff of the BMTC especially those who come in contact with commuters: conductors and drivers. The success of the grid system will rest squarely on the enthusiastic support given to it by this large group of employees. It is also important they recognise the need of a new system and recognise that though it might be slightly more difficult to navigate, is a system that will benefit all commuters.

5.1.1 Advantages of a Grid System
The grid system of buses has a large number of advantages in a radial city. The spider-web that is formed through a grid system connects two points in the city through the shortest possible route possible. In case there is no direct route possible, an individual can make a single change on the bus in order to use two clear straight-line routes to get to their final destination. Though this does not always trace the shortest route, when compared to the hub and spoke model, it on most cases traces the shortest route between two points. The only major exception to this rule would be when the route is through one of the three city centres. However, given the coverage anomaly of the three different bus stations, this is again subject to the caveat that it applies only when the two points are in the same zone.

The main advantage of a Grid System is that it provides better connectivity than a hub and spoke model that has been used till date.

Advantages

better connectivity
less congestion in central bus stands
better travel times
connectivity for larger number of people…

Advantages for BMTC

better fleet utilisation
less number of routes… therefore less confusion

5.1.2 Disadvantages of a Grid System
In the absence of destination oriented model, a commuter may have to make a minimum of one change over. Additional fare to be shelled out could be one more disadvantages of this system.

5.2 Action plan for Bangalore Grid Scheme
Praja Admin Note: Information not available.

5.3 Comparison with other system of buses

5.3.1 Hub and Spoke Model
The current system of buses in Bangalore is a destination dominated Hub and Spoke Model with three hubs in the city centre. The three hubs are connected to various parts of the city and beyond through a destination based bus system. All users are therefore expected to make changes only at one of the three major bus terminals. This has the advantage that the method is simple and that people can easily go to one of the three interchanges and catch a connecting bus from the interchange.

This system worked well when most of the commerce and business activity was concentrated in these three areas. However, the limitations of a destination based bus system and the lack of a serious alternative transport system has meant that the city of Bangalore has evolved as a multiple centre town with each of these centres now acting as mini-hubs on their own. Together with the increase of population, these mini-hubs have effectively grown to a size not dissimilar to that of the major hubs approximately ten or fifteen years ago.

The creation of multiple centres has meant that the hub and spoke model now services mainly those people who have their offices around the three centres. The people that are serviced well using this method are mainly government offices, schools and colleges in that area and employees of private establishments in the city centre. While most of the city has been growing at a rapid pace, the BMTC has maintained a steady market share in passenger trips through servicing this clientele that has also grown thanks to the greater demands in those inner city areas. Unlike other cities in the country where public transport has fallen by the wayside, the BMTC has managed to retain its market share through the years through retention of the existing system.

However, the limitation of the Hub and Spoke Model is that it has not allowed people apart from the core constituencies highlighted earlier to use public transport. Even areas that are near the city centres are sometimes not connected due to the anomaly that buses in a particular zone do not normally cross over into another zone. This was related to the fact that buses were operated out of a particular depot and crossing into another zone would make the bus move into a different depot area, which was generally not encouraged.

In addition, the Hub and Spoke Model has created a very large number of routes (over 2,000) with just over 3,000 buses. This has meant that the frequency of bus services to most areas is poor especially those on the fringes of the city.

However, as these services converge into the city (at a distance of around 4-5 km from one of the terminals), the frequency of can be as high as one every thirty seconds. This also increases congestion within the city centre as all buses are routed to converge on a particular destination. Inevitably, this increases travel time as buses are crowding out the existing road infrastructure in the city centre.

5.3.2 Modified Hub and Spoke Model
The Modified Hub and Spoke Model is a variation of the hub and spoke model. Presented by Mr. Parameswaran, it identifies ten key points at the fringes of the city creating direct bus services from all these key points to every other key point. And at the same time, feeder services to get people to these key points.

The advantages of the system are similar to the Hub and Spoke Model. However, it has the weaknesses of the earlier system as well especially with the fleet requirements being quite large and therefore difficult to implement.

Traffic/Transport Issues & CTTP-2007

There is deep concern about unmanageable volumes of traffic, the deteriorating road discipline & difficulties in commuting, all calling for very urgent interventions. The CTTP report has recognized these deficiencies & has generally attempted to halt further deterioration, but does not seem to have gone far enough by making recommendations to reverse this trend & to bring about orderliness. The road development policies followed so far have been overly accommodating to individual motor vehicles & non-protective of public transport. There has been no approach taken with regard to the allocation of road space between competing types of users & the emphasis on increasing road capacity for private motorized vehicles has only benefited & encouraged car & two-wheeler based urban development to critical levels. The losers of this have been pedestrians, bicyclists & public transport vehicles (BMTC) – these account for over 50% of all users. Possible long-term solutions are being attempted here for the various issues. Click on the links below to read more.

CTTP Review – Further Comments & Inputs

Hi Suhas, went through your assessment of the CTTP & the discussions that followed – various comments & many relevant, valid points have surfaced.

There are a few issues I would like to fill in :

1) Re. analysis of different MRTS options, their workability vis-à-vis Bangalore city -----

You are probably aware that many earlier studies had been made & recommendations for different types of mass transit systems were considered & debated. I had also mentioned this in parts on various posts in the past. I am including them all together again & making a new post since the CTTP-2007 report does not quote nor make references to them though Ch.6.6 has some general criteria for system selection & 6.7 summarizes the corridors with recommended systems. As you correctly indicated, a summary of past studies is relevant & clarifies system selections better, & should have been included for reference.

Click here for the summary:

http://bangalore.praja.in/blog/naveen/2008/10/27/bangalore-mass-transit-summary-past-study-reports

2) You mention that the report is not complete, & suggestions were open–ended, with no estimates on the impact on traffic & transportation statistics upon implementation – I am not entirely sure what you referred to here ----

I think the future growth scenarios with the effects, as summarized in three incremental steps are quite substantial to visualize what the outcomes would be following each action. ( The three scenarios are termed Scenario 1, 2 & 3 in this report, but in previous study reports, they were called “Do Nothing”, “Do Minimum”, & “Do Something” ).

My concern here is that even with the recommended Scenario-3, where several Mass Transit options are in place, the no. of daily trips by cars & 2-wheelers still show increases by 2025 – there are no recommendations to limit this & thus, this area has not been sufficiently addressed in the report. The only way this can be addressed is to enforce several more traffic restraining measures & very strict compliance to discourage private vehicle use – I wonder how they plan to achieve this. The other option is perhaps to include many more mass-transit additions (over & above what has already been recommended), which would really complicate the city’s core areas.

3) Suburban rail (Commuter rail) has been mentioned in some detail in Ch.7.5, recommending 10 routes totaling 204.0 km. However, this is generally not for commuters who live & travel within the city, but for commuters who live outside & travel to & from the city.

CRS would not be useful for someone wanting to commute from say, Jayanagar to Shivajinagar, or say from Koramangala to Rajajinagar – he would use the Metro or Mono as available, which cuts through the city on shorter route/s & in quicker time. Travel circumferentially on ring road or PRR for such commutes would increase travel time, obviously.

4) About developing surface rail systems around the periphery :

Along ORR, this is impossible due to all round development, in fact road-widening on the western part of ORR has been ruled out due to this & Monorail has been recommended, instead of the cheaper BRT due to narrower road width.

The PRR is being built with provisions for BRT, & also for rail tracks by way of a 12m central median (should rail tracks be necessary at some later stage). The planning of the PRR seems in order since BRT tracks will be positioned on curbside, just outside the main 4-lane carriageways each side. There are 2-lane service roads on each side that are planned on curbside of the bus-ways. Thus, the road is being customized with a focus on BRT, with curbside operations (as opposed to median operations that are usually more suitable on existing roads) & with easy access for local commuters.

I am not sure if planning & running surface Metro-rail on PRR right from the beginning is a good idea. As BRT is the most convenient, least expensive, & one which can be easily scaled up /down or withdrawn without wastage as & when required, the CTTP has recommended this & it is being followed up by BDA. Maintenance is also economical & easy. If a network of electric wires were installed, we could have trolley buses (as they are called in Europe /Russia) running with silent electric motors & cutting back on emissions, too. This should be the ideal choice. Well planned BRT systems have carrying capacities nearly the same as Metro rail (the Bogota system, Transmilano has 40,000 phpdt).

The Delhi /Pune BRT fiascos have more to do with insufficient thought, poor planning & maybe, also incorrect choice of corridors to run the service, first up. Such errors, common by many planners, does not necessarily imply that it is not suitable for India. In fact, it is an excellent low-cost solution for India – cost-efficient systems are much needed to assist the poor. The BRT concept has been ridiculed & made a casualty by the media & car lobbies. What is lacking is a process to customize the system to suit our needs. If BRT corridors can be designed without any traffic signal synchronization with other traffic, the chances for it to succeed are far higher as our road discipline & traffic signal systems are poor /unreliable when compared to those abroad. For this, busways must be physically separated to prevent intrusion, & must have exclusive passages through the signaled intersections by overhead ramps or underpasses. In Ahmadabad, these features are being planned along some lengths of the BRT corridor & we will probably see the 2nd BRT success in India here, after Indore.

In general, costs for rail systems are far higher & when this is added to the fact that investments have to stay committed for single-valued outcomes with little or no re-use for tracks /coaches, signals & other rail infrastructure (should it be unsuccessful), the whole exercise makes it unattractive for planners as financial risks are too great.

About the failure of MRTS, Chennai please click below link :

http://praja.in/blog/naveen/2008/04/01/urban-rail-chennai-experience

You mentioned that suburban rails have a good track record in India – this is only true for Mumbai. Kolkata, Chennai & Hyderabad have seen failures & are just about managing to stay afloat. For that matter, even the Metro rail systems (Delhi & Kolkata) have not fared well so far.

5) Re. Average speed for Metro – this is estimated by BMRC at 32km per hour (maximum speed 80 km/hr). For BRT, average speeds are about 22-25km per hour on prioritized & exclusive routes (estimates from BRTs elsewhere, such as Bogota – this is lesser than Metro due to more frequent stops). No forecast estimates have been made for speed of private vehicles movement, probably because this becomes less important. Metro ridership estimates are on the BMRC website (10.2 lakhs in 2011 & 16.1 lakhs per day in 2021) – there had been a separate study by RITES for Metro previously. Maximum load /unload stations would be Majestic, City Railway station, Vijayanagar & Toll gate, as estimated by BMRC & reported in the press some time back.

6) The airport rail link, if & when planned will be a dedicated express (hi-speed) service exclusively for the airport, inclusive of city check-in facilities. Thus, it would involve additional infrastructure such as security scanners for baggage & airline check-in facilities at two stations (MG Rd & Hebbal). At Yelahanka, only hand baggage will be allowed as baggage check-in facilities will not be made available. The train has only four stations along it’s track, & all commuters will be seated, with sufficient space to store luggage, unlike city Metro where most would be standing. This service is therefore distinct & quite different from the city Metro service. Funding for this through private means should also be easier since business is more or less assured.

However, with current air passenger volumes around 10 million, this dedicated train does not make any sense, & volumes must cross some 25 million before such a service is needed. It is good that plans are afoot for this now – If & when we require it, we already have a backup plan ready, for once ! Traveling by taxi around PRR will increase time /costs enormously (PRR is some 116km long, thus one half would be nearly 60km !). Instead, travel by Hi-speed airport link & transfer to taxi /autorickhshaw or car will be much more efficient, as it is elsewhere in most cities.

7) I thought that the extension of Metro to PRR along Kanakapura road was basically to connect the IT hubs in the south east & EC to the parts that lie to it’s west & north through NICE & PRR & then Metro. Though, at present this may look unnecessary, with time, it might need a second look. Already, an extension till Jarganahalli (near Metro Cash & Carry) has been announced. Thus, in a few years, when further growth takes place, we may again see a further extension, till PRR.

After providing BETL to EC along Hosur road, it is somewhat unlikely that a Metro line will be planned along Hosur road. EC may be linked by Metro from the western side, via Bannerghatta road.

8) About Monorail – actually, they did not make sense to me too, earlier since they had been primarily designed for zoos & amusement parks. Now, since there are many private manufacturers who might offer good deals, such as bearing all installation & maintenance costs for fixed periods, Monorails may be worth a fresh look with BOOT options. In this context, it makes sense to also pursue this option & use it if required, as funding options are better.

9) As you have rightly mentioned elsewhere, I found a lot of variation in cost/s for Metro-rail, Light-rail or Monorail. These variations, I presume are probably due to varying costs of land acquisition, the type of soil (depth of the foundation piers, tunneling difficulties, etc.) & due to the varying prices between different manufacturers – the European ones are the most expensive followed by the Japanese, then American /Canadian & the lowest are Korean /Malaysian companies. Further, rolling stock makers were all from overseas initially for DMRC & they had imported coaches from S.Korea, but for phase-2, they have now placed an order with BEML. So, costs may have come down, which is a positive development.

CTTP review comments

Comments on RITES proposal, Suhas Kulhalli.

General background

Structuring of report is good. Conceptually clear flow of thinking. Starts with a good background of Bangalore. Then gives a background of the study itself. What is the data collected and how it is collected is dealt in Chapter 3. Using this data to create a model for travel and transport is discussed in Chapter 4. The next chapter gives a general background on the guiding principles for transport planning. Then (in Ch 6) is discussed on how to extrapolate the data to do an analysis of future demand. Based on the strategy and the future demand developed with the help of the modeling, a travel and transportation plan is proposed, which involves, Metro rail, LRT, BRT among others is presented in Ch 7. The next chapter(8) discussed the importance of seamless integration of the various modes. Then the cost estimates, how to generate the money, and how to phase the transport network is discussed in CH 9. The last chapter talks about institutional development that is required to run the city effectively.

Two biggest lacunae, no serious analysis of different MRTS options, their workability vis-à-vis Bangalore city. The second is the report is not complete. That is, the suggestions are open-ended. The loop should have been closed, by estimating the impact on the traffic and transportation statistics of implementing the proposals. More in the detailed comments below.

Data Collection (Ch 3)

In general, data collection has been good. Can be used for other studies as well

In chp 4 it is mentioned that there is not much information of trip attraction points, such as work places, colleges etc. This could be a very important exercise and data collected on this basis, especially since most of the trips are for work or education basis. At least to find the major hotspots in Bangalore and identify the daily trips to/from that conglomerate. For eg: Electronic city, ITPL, Airport, Majestic, Peenya Industrial area are obvious high I/O points. This data should be relatively easier to collect and use in their modeling.

Modelling(Ch 4)

Model should have been validated on previous data. Ie, if similar analysis was carried in 2001 or the RITES in 1994 and similar modeling was done, how accurate has it been in estimating the traffic today. Based on that the accuracy of the forecast could have been estimated.

Strategy for transport development (Ch 5)

Talks about street design but needs to be more comprehensive. Aspects mentioned includes space for bus lanes, bicycle and pedestrians, para transit passengers to mass transport facility. I believe street design should also incorporate space for hawkers, which would make the city more economically inclusive. Bus-stops, street lights, parking, forestation (tree-lining), turning lanes are some of the other things that should be added.

Future demand extrapolation (Ch 6)

The desire line diagrams as well the peak hour diagrams are not readable. It comes across as blotch of colour. Some suggestions for improving them would be - Spread the diagrams across multiple sheets. They could be segregated by point of origin or by quantum of traffic.

Transport mode alternatives (Separate chapter required)

Not much info from an engineering perspective on the various MRT options, their cost, their speeds, quality of service etc. A thorough study of the mass transport alternatives, their relative advantages and disadvantages is not part of the study. Suburban rail, or rail at grade is not mentioned at all, and no reason why this has been dropped has been given.

This is very critical and obvious to an extent. How could one give proposals without understanding the pros and cons of each in depth ?

My pet peeve – Does not talk sufficiently on cost effectiveness other than mention BRT. Laying surface lines, avoiding commute through central areas by laying rail tracks in the periphery is not mentioned. BRT is the lowest cost, however the next best thing would be a suburban or metro system at grade but with ROW (right of way). Talks about diverting through traffic on PRR. But in the same light, if we could divert people traffic through circular rail routes and not have them commute through the centre would help, both reduce commute time as well reduce the load on the centre.

Traffic and transportation plan (Ch 7)

The suggestions are open-ended, ie the report doesn’t talk about what to expect once the proposal has been implemented. Such as, what would be the percentage of ridership on the Metro at completion of each phase ? What would be the ridership along each route ? How much would use Public Transport , (updation of table 3.7/ Fig 3.8)? How would the density of road traffic compare (update Table 3.1, 3.2 etc)? What would be the average speed (speed and delay study - Table 3.16)comparison between now and once these suggestions are implemented. Average commute time if the transport network is utilized. None of these are addressed, as the study missed this crucial point altogether.

Regarding the plan itself - West Bangalore seems to have a lot of monorail and east has none, but seems to have a lot of BRT. This could result in imbalance, specially if BRT does not work as well.

Specific Suggestions:

1. Convert the Hebbal to J.P. Nagar (Bannerghatta Road) along the eastern portion of outer ring road also to Monorail/LRT. This way the LRT corridor would be a complete circle along outer ring road.

Currently, proposal is to have Mono/LRT along eastern section and BRT along western section.

Efficacy of BRT in Indian context is a serious question. How would the buses on the BRT corridor be free flowing. Would they be signal free ? How would that be achieved without grade separation ?

Compared with Monorail/LRT which has grade separation and would thus be extremely predictable and quick, BRT would be mixed with the heavy regular traffic with all the turns, signals and highly heterogeneous and non-compliant traffic which is characteristic of Bangalore. As I mentioned, this has to be proven in the Indian context.

Usage of a Mass transport depends heavily on convenience and even perceived convenience. Having to change modes, and especially to Bus would be a serious hindrance to increasing usage. Even for the agency laying the Monorail/LRT, having access to the high density tech corridor along the outer ring road would greatly improve their financial viability.

Given the above, strongly advised to have a circular monorail/LRT corridor along the entire outer ring road.

2. Convert the BRT corridor along the PRR (peripheral ring road) to a ‘at grade’ suburban rail system.

As mentioned, any at grade rail system would be very cheap and has potential of much higher passenger throughput than a BRT. A BRT would saturate at 15,000 to 20,000 phpdt whereas a heavy suburban system can go far beyond. The convienience of a rail, is perceived much better. Also, suburban rail systems have been hugely successful in India. The key is to incorporate the suburban system in the planning stage, before significant densification has happened and this would make it extremely cost effective. Actually, the 1977 document also proposes a ring railway.

This circular suburban rail would be hitting significant trip attraction points of Bangalore, such as Electronic City, ITPL, the Bangalore International Airport , Peenya Industrial area, and Kengeri satellite town. Even the desire line diagram (Fig 3.5), shows considerable traffic between these points. It would reduce the traffic congestion inside Bangalore city. Also, this would thus help alleviate the current hot problem of Airport connectivityJ. It has been observed that people are willing to switch personal transport for rail, but very rarely for Bus. This was borne out even in the recent Times of India survey. Converting to a high quality at grade Metro or suburban rail is thus imperitave.

This should also be taken with immediate effect, as at a lower cost, its potential benefits are significant. Also there is a huge opportunity cost, if this is delayed.

3. Cancel the Metro corridor from Yelahanka via Nagvara

Metro is extremely expensive. None of the data justify two Metro corridors so close to each other. (Devanhalli Airport to MG road and Yelahanka to MG Road). The Airport to MG Road corridor can also take the traffic of Yelahanka/ Nagvara.

In this context, the high speed Airport rail link is really a no-no. While being extremely expensive, the amount of Airport traffic does not justify it. Assuming 12 million passengers annually, that would be 1400 phpdt. A number of passengers, especially international travelers, prefer taking a taxi. In addition, this high speed link only drops them to MG Road and not to the final destination. How much would it help the IT folks working in ITPL or Electronic City for eg:? Would this be an alternative to a cab along the PRR or ORR ?

Instead, one could run special airport trains on a regular METRO corridor

Note : This suggestion is to consolidate the two METROS in the NORTH (Bangalore Airport and Yelanhanka till MG Road). The M.G. Road to Electronic city is useful and needs to continue to exist.

4. Push out the Kanakapura Rd extension of the METRO

The desire line Fig 3.5, as well as Table 3.3 do not show very heavy traffic movement through Kanakapura road. Traffic is much higher on the Hosur Road, Tumkur road and Bellary Road sections. From these charts, as well as our experience in Bangalore, we know the congestion of Hosur Road through to Electronic city. Thus the Electronic City MG Road should be taken up as a priority or the JP Nagar should be extended to Electronic City.

The Kanakapura rd extension could be converted to Monorail.

5. Completing the interconnects, creating a grid to have good coverage across the city.

If the above are carried out, and some of the corridors may need to be extended to hit the suburban ring railway, we will have a grid of Mass Transit which ensures a good coverage across the city. The usage of Mass Transit increases exponentially with coverage.

Mass Transport Grid

The Magadi Road Monorail/LRT can be converted to Metro, so that the 4 intersections are more evenly placed.

This is the basic structure. Over this, other lines would be present (not shown) such as the Phase I of the network between Peenya and RV Terminal which would be intersecting the Monorail/LRT corridor. In this way, any new line should intersect one of these corridors, and that would automatically give access for that line to the whole city.

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Part I: BRTS

Bus Rapid Transit System (BRTS)
Earlier (1999), a feasibility study for BRTS had identified a promising network of 20 corridors for bus routes comprising twin central rings intersected by 8 radial routes, with assistance from SIDA, Sweden. A pilot project of 12kms from Jayanagar to Shivajinagar with a combination of exclusive lanes with priority of passage at signals & construction of rapid transit lines was planned but never materialized & was abandoned without any attempt. There is no mention of this in the CTTP-2007 report, either. If this had commenced then, we might have seen it progress to some extent & at least, public opinion about the value of such quicker means of public travel would have been recognized.

The CTTP-2007 report has now identified 14 new BRT corridors (totaling 291.5 kms), mostly outside CBDs. The recent urban road infrastructure oriented BBMP budget again seems to focus on ‘improving connectivity’ for private vehicles without any attention to stem the rot & pay fuller attention to improving public transport & try BRT options. Also, the ongoing installation of ‘magic boxes’ of narrow width again seem to cater to & encourage private vehicle use. Such solutions might provide temporary relief, but will surely turn into obstacles as motorization levels increase with the present approach. Several Indian cities such as Ahmedabad, Pune & Delhi have already begun experimenting BRT options, but sadly, Bangalore, with the worst possible road & traffic conditions, is yet to commence trying BRT options.

Public transport services (BMTC) have been at the mercy of unrestrained competition & dominance by individual motor vehicles & are fighting a losing battle with passenger volumes steadily falling. The long-held biases in favor of private vehicles urgently need to be undone & public transport (BRTS /BMTC) needs to be given on–street priority at all stages, wherever possible, to make them efficient & better alternatives than individual motor vehicles.

A possible way to commence such options now, for a start is to provide priority of passage through the magic boxes for only public transport & essential services, such as BMTC buses, Vajra Volvos for airport, Suvarna services, etc. & for emergency use such as ambulances, traffic police activities, street maintenance, etc. since space is limited & crowding will be avoided through these narrow underpasses. Roads over drains, if built & elevated roads could also be considered with exclusive lanes for public transport. In congested areas, suitable narrower roads could be converted for passage of only buses, whilst allowing only private vehicles belonging to residents within that lane through boom /barrier controls. Once these have been stabilized, dedicated lanes can be allocated on wider surface roads. By then, hopefully, public opinion will favor these developments & users will increase, with a reduction in private vehicle use. Various types of buses can be operated, all enjoying priority of passage at signals & on exclusive lanes. High quality bus services need to be provided to be car-competitive & comfort levels improved to sway quality conscious commuters – this may be the only solution for the city’s traffic woes as buses are the ‘Workhorses’ of the transport system, & this may remain so even after Metro-rail & other systems are in place.

Part I: Monorail

Monorail
About 60 kms of Monorail /Light rail has been recommended in the CTTP report on various potentially high-growth corridors (Western portion of ORR & Bannerghatta road) in the CTTP report.

An article by Lloyd Wright published in ITDP magazine highlights that Monorail systems suffer from significant operational and financial difficulties, & performance levels have rarely lived up to the image. The reality is that Monorails have failed to match promises. Excluding amusement parks and zoos, there are currently only 13 Monorail systems in operation in the world (Jacksonville, Las Vegas, Seattle, Sydney, Qiongquing, Osaka, Tokyo, Tama, Hiroshima, Naha, Kokura, Chiba City & Kuala Lumpur). None of these existing systems have actual rider-ship levels greater than 5,000 passengers per hour per direction, & most of them outside Japan are facing financial problems. In Japan, Monorails have been financially viable because ticket pricing is set very high, & is still affordable due to very high incomes.

A new Monorail system by Scomi claims a capacity of 106 passengers per car. A 6–coach vehicle will thus be able to carry 636 passengers, & with headway of 3 minutes, the capacity would be 12,720 passengers per hour. This is still lesser than 1/3rd the capacity of a Metro system & less than ½ that of a Light rail system. For costs at $12–40 million per km (Rs.50–160 crores per km), the capacity is on the low side when compared to a Metro system & this implies that ticket pricing will need to be higher than Metro-rail on commercial considerations. Thus, the value of this system to the middle & lower income groups is questionable as it might not be cost-efficient for people with limited resources & may not match up to economics of scale, particularly in India with very low ticket pricing. If subsidies or rider-ship guarantees are being considered to private parties who may meet costs for installing the system, then again, the cost to the city (& tax-payers) may be on the high side. In any case, Monorail technology is yet to be tested in Indian conditions with very low ticket pricing, when compared to monorail systems overseas. Thus, there appear to be financial risks & capacity concerns with these systems.

If commuters are channeled to use public mass transits instead of private vehicles (as needs to be done), there is the possibility that capacities with Monorail may fall short of the city’s requirements along the planned corridors at about 2025, or may be even earlier with unforeseen induced growth with improvements in transportation networks & increased FSI. All indicators point to rapid urbanization & high growth cities, like Bangalore will obviously see very large expansion with job creation & outsiders pouring into them from all parts of the country, as before. The presumption that ‘capacities would suffice’ has already been tested & has repeatedly failed with growth rates exceeding projections each time – capacities of widened roads, flyovers & the airport/s have been falling short within a few years. Surely, the city cannot afford such errors with hugely expensive mass transit projects & provisions for capacity expansion must be in place.

Compared to Monorail, if Metro-rail or Light rail is used along the same corridors, with an initial capacity about the same as Monorail by reducing rolling stock & increasing headway times to about 10 minutes, installation costs may be around the same or lesser than Monorail since all these corridors allow for elevated sections. This has the advantage of capacity increases speedily & economically as & when required in the future by merely adding rolling stock & reducing headway times, & could be a financially viable permanent solution to transport problems along these high growth routes.

Given these facts, Monorail may not really be justified, particularly with dubious records of performance & implementation elsewhere in the world.

Part I: Airport Rail Link - The Monorail Option

Airport Rail Link – the Monorail Option

The Airport-City rail link has been a much visited topic, but nothing seems to have been finalized, so far. The central government had recognized mass transit systems as vital for larger cities’ needs & had previously offered assistance to the tune of 30% (similar to Metro-rail systems), which is a small contribution – 70% still has to be met by state government & BIAL, including loans & debts. Negotiations always seem to have ended in deadlock as agreements over revenue sharing are uncertain with changing stands by the government/s involved. It appears that the central government has now changed its stand & is willing to provide more participation as this is a vital sector that can have far reaching consequences for the country’s economy.

Given that this is a necessity & business is assured with higher levels of ticket pricing, the Monorail option could be used here. Monorail makers generally meet installation costs, & with newer, high capacity systems being developed, this can be more attractive since higher fare levels will mean that there may never be a subsidy burden. High speeds may not be possible however - if the ride takes about 35 minutes instead of 20 minutes, users would certainly prefer this to an indefinite & uncertain wait for the high speed rail, if ever it materializes. A high speed rail is also hugely expensive & may never be able to recover its costs, let alone make any sort of profits for its modernization. Assuming that the maximum traffic handled by the airport is of the order of 50 million at its maximum in the future, the monorail would still be able to handle this load at about 6-7,000 passengers per hour.

For the present level of traffic (about 11-12 million per year or about 30–35,000 per day), a rail based system may not be urgent, but traffic volumes are bound to grow, & hence the need to work out possible options in due time.

Part I: Commuter Rail System

Commuter Rail Services (CRS)

There has been frequent & repeated mention of CRS on existing rail tracks in several previous study reports (since 1981), but with no follow up action so far. The CTTP-2007 report has recommended an increase in the CRS network to 204km in three phases. It is not clear if this is being seriously pursued with the Railways. Some land acquisition is also involved, & there are many questions as to which body will build & operate the CRS network, & also the type of rolling stock & service /quality levels, ticket pricing, etc.

The CTTP report has not recommended a CRS for Dodballapur or Devanahalli though tracks exist from Beniganahalli, cutting thro’ the upper north-eastern quadrant outside ORR, via Yelahanka. That part of the city is also developing & the CRS along this route will help commuters along Dodballapur road & for those bound towards Devanahalli.

The Mass Transit system operating in Copenhagen (Denmark) has the facility to carry commuters’ bicycles in the train. Such a facility would be a significant benefit to the commuter as he can ride his bicycle on both sides of his journey & many suburbanites would welcome this, the climate in the city being conducive to bicycling. This may be worth investing in, for a start on CRS since CRS is expected to cater to economically weaker, long distance travelers, who will look for quick & cost effective mobility options upon reaching their destinations. This would also promote non-motorized vehicles. CRS stations need to be designed for handling easy entry /exits for commuters with bicycles & some bicycling infrastructure should also be in place within the city to make this successful.

Part II: Non-Motorised User Facilities

Pedestrian Facilities
Excerpts from various sections of the CTTP report are as follows :
3.13.1.9: There is high pedestrian traffic in core area and some other areas in Bangalore. Footpath facilities are generally not adequate and their condition is deteriorating. Therefore up gradation of their facilities is very important.
5.5.8 (Preferred Strategy for Transport Development): Special facilities for pedestrians within the entire network specially in the core areas; Pedestrianization of selected shopping streets in side the core area going to be served by Underground sections of Metro; Provision of pedestrian sky walks, under passes, footpaths and other road furniture along the roads where necessary.
7.9: Recommends as many as 78 roads within ORR & 54 roads outside ORR for improvements & widening.
7.11.2.2 (Foot paths): Recommends a width of 2.0m for sidewalks for about 350 kms of city roads.

The welfare of pedestrians, particularly mobility–impaired pedestrians such as old people, small children, pregnant women, injured, those on wheel chairs, etc. has seriously been compromised all along in planning road widening to accommodate more vehicles & to increase the speed of the flow of traffic, leaving meager, broken down sidewalks.

As a result, pedestrian casualties & deaths due to improper facilities have been mounting. Serious steps need to be taken & a policy planned to modify all roads to provide properly leveled continuous pedestrian side-walks of 2.0m width as recommended in the CTTP report, even if vehicle carriageways have to be narrowed.

Pedestrian zones have been recommended at Gandhinagar–Chickpet, Brigade road & Commercial street. The more dense City market area & surroundings have not been addressed, though this is more pressing & urgent. Shivajinagar & surroundings have also been ignored. Pedestrian facilities in these areas, as also at Jayanagar shopping complex area & around Malleshwaram circle area need to be properly addressed & some restraints are required for reducing private vehicles around these activity centers.

Bicycle Facilities
Excerpts from various sections of the CTTP report are as follows :
3.13.1.11: Share of cycle traffic has declined over the years. This mode of transport needs to be promoted by providing cycle tracks along the roads.
5.1.2 (National Urban Transport Policy recommendations): Encourage greater use of public transport and non- motorized modes by offering Central financial assistance for this purpose.
7.11.1: Their use in Bangalore is not significant but still this needs to be encouraged on environmental considerations. Provision for safer and better section of road or cycle track is the best way to keep them on roads. This is necessitated more on roads in the periphery of city and in many areas in BMA. In CBD some side roads and lanes can be exclusively reserved for cyclists and pedestrians in peak periods.

Although there is recognition that non-motorized traffic needs to be promoted, Section 7.11.1 is vague & appears to accord low priority with insufficient thrust on road space allocation for providing physically separated & protected lanes for bicycles on existing roads. As has been seen in the city, increasing the width of roads to cope with the scorching pace of motorization without providing protected bicycle lanes has resulted in motor vehicles pushing off the bicycles. Without a continuous network of secure infrastructure, people will not risk bicycle travel, & perhaps this is why there are fewer & fewer bicycle users in Bangalore. Without users, investment in infrastructure for cycling may appear wasteful. Despite this, cycling infrastructure cannot be neglected as bicycles are a more civilized, pollution-free alternative for commuting & encouraging bicycle travel has the potential to replace a sizable proportion of the existing motorized traffic whilst reducing air pollution. For these reasons, they cannot continue to remain disadvantaged & uncared, & the position needs to be improved on the street for bicyclists. The lack of higher priority for dedicated bicycle tracks or bicycle & pedestrian–only roads in the city in road improvements is unfair & actually supplements further growth of motorized private vehicles that increase consumption of road space & worsens street congestion. The excessive priority favoring private motorized vehicles is evident here too. Available road space has to be managed, taking bicyclists also into consideration.

Allocating road space or some roads exclusively for bicycles & pedestrians may counter the strong pro-growth forces & motor vehicle owners; however, road and street design standards have to be bicycle-friendly to conform with international practices for energy conservation & care for the environment, & more particularly, for Indian conditions since cost effective mobility options would be made available for a sizable proportion of the economically weaker population. If bicycling infrastructure is in place as in many cities worldwide, the negative stigma & close mindedness in this country that views bicycling as only for the poorer classes will also be tempered & bicyclists will gain more acceptance as part of mainstream traffic. On street enforcement may initially be problematic due to widespread indiscipline & the excessive no. of motor vehicles, & bicycle use may take some time to catch on, but it has to be commenced at some point. For a start, the wider arterial roads could be upgraded with bicycle lanes & some of the narrower streets can be made off-limits for motor vehicles, whilst permitting bicycles & pedestrians only. With several mass transits being introduced, the opportunity may soon be available to push this through along with other necessary measures, such as traffic restraints.

Some Quotes about the bicycle :

HG Wells, Scientist: "Every time I see an adult on a bicycle, I no longer despair for the future of the human race".

Iris Murdoch, Author: "The bicycle is the most civilized conveyance known to man. Other forms of transport grow daily more nightmarish. Only the bicycle remains pure in heart".

Earl Blumenauer, Rep. US Congress, 1948: "Let's have a moment of silence for every American stuck in traffic on their way to a health club to ride a stationary bicycle".

Elizabeth West, Author: "When man invented the bicycle, he reached the peak of his attainments. Here was a machine of precision & balance for the convenience of man. And unlike subsequent inventions, the more he used it, the fitter his body became. Here, for once, was a product of man's brain that was entirely beneficial to those who used it, & of no harm or irritation, to others. Progress should have stopped when man invented the bicycle".

Part II: Traffic Restraining Measures

Traffic restraining measures

CTTP Section 7.14.1 (Reducing Private Vehicle Use) states “There are two ways to restrain the growth of private vehicles on road: either by pricing policy or by providing better level of service on public transport”, & recommends the following, amongst other measures : Parking facilities provided /planned in side the CRR should only be for Short term parking with high hourly charges.

Congestion Charges be imposed on slab-scale from private vehicles entering first the ORR and then the CRR.

The excessive growth in private vehicles in the city has resulted in serious health & safety problems. Bangalore is now being referred to as a ‘Car dependent’ city. This growth in vehicle population is due to many factors including the absence of tolls for bridges & flyovers, the prevalent undercharging for road use, uncontrolled & free parking, etc. There are no policies in place that involve any use of traffic restraining measures, save for some prohibitions against trucks & goods vehicles on some roads at certain hours. Thus, there are no disincentives whatsoever to restrain motor vehicle use. The social harm & costs for using motor vehicles & road space have also never been gauged.

The world over, it has been demonstrated in many cities that providing capital intensive forms of comfortable off-street mass transport (such as Metro /Monorail or Light rail) does not automatically result in a reduction of private vehicles. Several traffic restraining tools still need to be used to divert private vehicle users to take up public modes of commuting, however politically difficult & inconvenient this might be, & generally based on some calculus that results in lower price, shorter travel time, comfort, convenience, etc. that makes public transport more attractive.

It is clear from the CTTP report (Table 6.3) that even if all recommended mass transit routes, etc. are developed, it would still result in the share of daily trips by cars & two-wheelers to increase from 2006 levels of 4.2 & 18.4 lakhs to 7.0 & 20.6 lakhs by 2025 due to increase in the city’s population & the corresponding increase in the no. of daily trips, although in percentage terms, they would drop to 5.5 & 16.2% from 7.5 & 32.8% respectively. A part of this increase will have to be absorbed with only the present road inventory within CBDs /ORR merely by augmentation of existing roads as creation of additional roads will not be possible within CBDs /ORR (the elevated CRR appears to have been abandoned). This implies that traffic congestion will worsen unless traffic restraints are enforced to bring down the no. of road vehicles.

On street priority to public transport, if enforced will serve as an effective traffic restraint & encourage public transport use. If bicycle /pedestrian facilities are to be upgraded, road space for motorized vehicles may have to be reduced, & this could be another positive restraint. In addition to the existing vehicle taxation, if fuel taxation is introduced /increased, it may have better potential to serve as road use fees & is capable of being used as an effective instrument for restraining traffic. Tolls & congestion /cordon pricing (as recommended in the CTTP report & which has been successful in many cities worldwide) need to be considered very seriously. Measures such as much higher & variable parking fees within ORR /CBDs also need to be focused on. Funds raised through these measures could be useful & can be invested for street improvement programs in a closed loop.

The objective should obviously be to sway & push all groups of commuters to take up public transport for their daily commutes & use private vehicles generally only to reach a bus stop or rail station, or for the ‘weekend family outing’, etc. based on much higher costs & longer travel time for such private trips. If these goals are set, pursued & achieved, it would make capital hungry mass transit systems to operate without subsidies by economics of scale. This is perhaps yet another reason why traffic restraints are a necessity – mass transits involve investments amounting to billions of dollars & the outcomes have to be productive with large passenger volumes & substantial revenues to meet operating costs, expansions /modernization & for debt servicing whilst minimizing financial risks & to improve efficiency & competitiveness of the city. The Laissez Faire approach being followed with no traffic regulation or restraint will not yield any of these desirable results. Trains will be running with passenger volumes much below projections & well below designed capacities with meager revenues, such as the MRTS in Chennai, or the Delhi & Kolkata Metros, necessitating government subsidies – whilst the local governments have continued to argue that they have fulfilled their obligations by providing transport, & it’s the public that has to do the rest.

Whilst the transition to a stifled, discipline–imposing approach from the present unrestrained road supply–oriented sort of development can be a formidable task, it is also clear that there are no choices but to gradually enforce traffic restraints as & when better quality public transport alternatives are made available. It will never be possible to end traffic congestion by widening roads or building new ones – the city cannot ‘build’ its way out of the problem – additional road construction without traffic restraint mechanisms has only resulted in even more traffic congestion – this is generally true worldwide.

Lastly, the city now no longer needs to appear competitive & business friendly, at least as far as restraining traffic is concerned. Business investments are flowing into the city as usual, & will probably improve if congestion is dealt with some harsh measures & reduced successfully – Singapore is an example for this. Efficient, time-saving public transport is the key to address congestion problems, even at the expense of private vehicles – this is obvious & is being demanded now by most business heads. Urban experts, such as Professor Badami, have emphasized the same, time & again in many forums.

Part III: South East CBD areas not connected

South East CBD areas not connected.

The attached Sketch “CTTP–No MRTS within SE CBD” indicates that the very large area marked by a red outline – the South-Eastern quadrant of the inner core area within CRR that has important CBD points such as JC Rd (105,000 PCUs), KH Rd (96,000 PCUs), Lalbagh Rd (61,000 PCUs), Corporation /Hudson Circle & Richmond Circle does not have convenient Mass transit within easy reach. Very large nos. of commuters travel to activity centers around these areas daily & school going children /staff to various schools & offices arriving by private vehicles choke up Richmond /Residency roads during school times. The only TTMC at Shantinagar may not attract these commuters due to the inconvenience of long distances, transfer to buses & the time delay involved.

A possible way to address this problem is to extend the Monorail /Light rail route (Kathriguppe to National College) past National college to pass through Sajjan-Rao circle, Minerva, JC road, Corporation, Hudson circle, RRM road, Richmond circle & Residency road to terminate at Rex cinema & have an interchange with the proposed NE–SE Metro route (Phase-2). This routing had been proposed earlier for ELRTS, which had since been abandoned. At sometime in the future, loads may become heavy during peak hours on the E–W line as it is the only line planned to connect the two N–S lines & the extension will also provide another much needed connection between the two N–S lines through the core area.

Part III: ITPL and surrounding areas not covered

Dense areas leading up to ITPL & surroundings not covered

The recommended Metro transit corridor (in Phase-2) to Whitefield is shown passing along the existing Airport road straight east towards Varthur, thence northwards towards Whitefield Commuter railway station. Thus, the more developed areas in Whitefield, where most tech companies, businesses & high-rise residences are situated, are not covered. It may be far more functional if this route could turn left at Karunashraya & pass through Kundalahalli cross, turn right opposite Graphite India & pass through KIADB area, ITPL & Kadugodi before aligning with Whitefield road. There are no direct mass-transit routes otherwise recommended to these points in the CTTP, & a TTMC proposed at ITPL may not help as commuters would need to interchange modes. Quality seeking professionals, who are sensitive to traffic delays, detest inconveniences such as transfers, any time penalty that usually cannot be avoided when changing modes & who generally use private vehicles, commute daily to these areas, & will also start preferring the Metro with the convenience of this realignment & direct connectivity. An additional rapid bus corridor can be arranged from Marathalli /Karunashraya to Whitefield CR station via the broad Varthur road to fill the gap there as a result of this re-alignment, if volumes justify the need.

Bangalore bus system

Bus transport system is synonymous with BMTC in Bangalore. Though BMTC claims to be the best city bus system in the country, and rightly so, many feel that it can do better, and play a significant role in decongesting the traffic conditions in city.

BMTC Routing

BMTC has x000 buses, and with those many buses, it runs y000 routes. The route to bus ratio comes to around xx, and here is how it compares with some other bus systems.

Route to Bus ratio
City	Buse	Routes	Ratio
Mumbai	tbd
Chennai	tbd
London	tbd
Paris	tbd
Bangalore	tbd

While high route to bus ratio may provide a picture that the bus system has good reach and coverage, that may be misleading because the high ratio could imply lower frequencies. In case of BMTC, it has deployed a significant number of buses on long point to point routes, and further, has variations (333A, B, C, D etc) to add more buses on large PTP routes. Running more routes means you have fewer buses on each route, and hence the frequency is expected to be lower (fewer buses deployed on each route). Perceived reliability of a bus service depends on wait time at bus stops, and that in turn depends on on two key aspects

Punctuality - I would show up a bus stop at x hours sharp
Frequency - Maximum time I'd have to wait to get a bus to my destination

Since BMTC operates in mixed and congested traffic conditions, it can guarantee punctuality at point closer of origin. Larger the route, further the bus stop from origin, harder it is to predict arrival times. Shorter route, in theory, give you better chances of running predictable schedules.

Other way of increasing commuter preception on reliability is to offer higher frequencies. Current examples of this would be BMTC's 335E (Majestic to ITPL) and 365 (Majestic to Benerghatta Park) Volvo routes.

Beyond the simple description above, there are further detailed ideas and suggestions on how BMTC can improve on its routing system. Refer to these pages for some:

Parmwswaran Model (TBD, pick from http://nparames.web.offic...)
Grid/Matrix model (TBD)
Zone based multiple hub model (TBD)

Ask Me service - Query on BMTC routes

Based on major discussions in praja we have seen that the main issue in switching over to public transport is not knowing the routes of the buses as majority board are in Kannada only. Hence I just thought of starting this blog where any query regarding BMTC routes would be answered. Answers will be based on the frequent routes available as it is impossible to know the timings of each and every bus plying on 2000 odd routes in Bangalore. any person who wished to know the route may please post the same in this blog.

BMTC - Interactive Maps Project

Book to hold together all other wikis and posts related to the crowdsourcing driven BMTC Maps project. Edit this wiki page as the project grows.

Crowdsourcing: BMTC Vajra Route info database - I

A few folks at Praja are trying to create some handy, cool and easy to understand maps for buses. In the initial phases their focus has been on the volvo routes.

Attached is the completed vajra map. The plan is that there will be one more map/side which will accompany this map, which shows each route individiually in a straight line - showing ALL the stops. Now to create this map, we need to collect data regarding the list of all the stops the bus stops at. This complete info is not mentioned on the BMTC site.

Can we do this true Praja style? Below is the first list of bus routes. We will make 2 more posts to cover all the vajra routes. We need to make sure that all the bus stops covered by the route are covered in "via places".

How to fill the table?

If you have bus stops to add, make sure you do that in the correct order. Suppose I have to add murugeshpallya to route number 335E. Since it comes between Manipal Hospital and AECS Layout. I will add it in between the two. Then I will add my praja-id under the "revised by" column. Since the bus route is not complete yet the answer to the last column is No. If you think the route is complete change that to yes so that we can get working on that.

335E

Majestic (KBS)

Kadugodi Bus Station

Mayo Hall, Manipal Hospital, Murugeshpallya, AECS Layout, ITPL

shekhar_mittal

If you are having trouble adding it urself, just make a comment below this wiki and we will make the changes ourself.

Route Number	Origin	Destination	Via Places	Revised by	Is it final?
2	Majestic (KBS)	J.P.Nagara PH VI	Corporation, JC Rd./Lalbagh Rd, RV Road, Lalbagh Main Gate, South End Circle, Jayanagara 4th Block, 9th Main Jayanagar, SSMRV, J P Ngr 15th Cross, Sarakki	Narayan82	yes
195	Chandra Layout	Shivajinagara Bus Station	Income Tax Layout, Vijayanagara, Tol Gate, Magadi Road, Rajajinagar 6th Block, Okalipuram, Majestic (KBS), Maharani College, Vidhan Soudha, GPO, Indian Express	SB_YPR	Yes
276	Majestic (KBS)	Vidyaranyapura	Central Talkies, Malleshwaram Circle, Malleshwaram 11th Cross, Malleshwaram, 15th Cross, Malleshwaram 18th Cross, IISC, Sadashivanagar Police Station, Devasandra, CPRI, MS Ramaiah Hospital, Kuvempu Circle, BEL Circle, BEL Hospital, Nanjappa Circle,...	IDS	No
365	Majestic (KBS)	Bannerghatta National Park	Maharani College, Nruptunga Road,Richmond Circle, Shanthi Nagar, Wilson Garden Police Station,Dairy Circle, jayadeva fly over, Bilekahalli, Arekere Gate, Hulimavu Gate, Meenakshi temple, Kalena Agrahara, Gottigere, Bannerghatta	Narayan82	Yes
505	Electronic City	ITPL	Bommanahalli,Agara,Marathahalli Bridge, Kundalahalli Gate,Sri Sri Sathya Sai Hospital.
201R	Srinagara	C.V.Raman Nagara	Mysore bank colony,Hosakerahalli, Kamakhya, Banashankari, Jayanagar 5th Block, Jayanagar 9th Block, BTM Layout, Madivala, Koramangla water tank, Dell, Domlur 100 ft road,Indiranagar 100ft road,CMH Road/CMH Hospital, Thippasandra Cross, BEML Gate, Bagmane Tech park.	SB_YPR	No
258C	Majestic (KBS)	Nelamangala	Central Talkies, Malleshwaram Circle, Malleshwaram 11th Cross, Malleshwaram, 15th Cross, Malleshwaram 18th Cross, IISC, Yeshwanthpura, Goraguntepalya, Peenya, Jalahalli Cross, Dasarahalli, Makali, Binnamangala	SB_YPR	No
276G	Vidyaranyapura	Electronic City	Sadashivanagara Police Station, Maharani's College, Cauvery Bhavan,Shantinagar,Wilson garden,Dairy circle,Silk board,Bommanhalli,Singasandra
305D	Majestic (KBS)	channasandra	Halsoor, KGF, ITPL
331A	Shivajinagara Bus Station	Kadugodi Bus Station	Trinity Circle, Command Hospital, Domlur, Kodihalli, Manipal Hospital, Murugeshpalya, HAL, Marathahalli, Kundalahalli Gate, Graphite India Ltd, ITPL, Hope Farm,	SB_YPR	No
333P	Majestic (KBS)	ITPL	Corporation, Military Accounts, HAL Main Gate,
333R	Majestic (KBS)	Marathahalli Bridge	Maharani's College, Corporation,Domlur HAL Main Gate
333T	Nagarabhavi BDA Complex	ITPL	Pappareddypalya, Ambedkar College, Nagarbhavi Circle, Chandra Layout, Income Tax Layout, Vijayanagara, Tol Gate, Magadi Road, Rajajinagar 6th Block, Okalipuram, Majestic (KBS), Maharani College, Corporation, Mayo Hall, Command Hospital, Domlur, Kodihalli, Manipal Hospital, Murugeshpalya, HAL Kalyanamantapa, Marathahalli, Kundalahalli Gate	SB_YPR	Yes
333W	Majestic (KBS)	Doddakenahalli Wipro	Corporation, Richmond circle, Domlur, Manipal, HAL, Marathahalli, Belandur	ss87	No
335E	Majestic (KBS)	Kadugodi Bus Station	Corporation, Mayo Hall, Command Hospital, Domlur, Kodihalli, Manipal Hospital, Murugeshpalya, HAL, Marathahalli, Kundalahalli Gate, AECS Layout, ITPL, Hope Farm	SB_YPR	No
335EA	Yeshwantpura	ITPL	Swastik ,KR Circle, Corporation
356C	Majestic (KBS)	Electronic City	Corporation, Shantinagar, Wilson Garden Police Station, Dairy Circle, Madiwala, Bommanahalli,	SB_YPR	No
356M	Majestic (KBS)	Anekal	Corporation, Shantinagar, Wilson Garden Police Station, Dairy Circle, Madiwala, Bommanahalli, Electronic City, Narayana Hrudayalaya, Chandapura	SB_YPR	No
356N	Majestic (KBS)	Narayana Hrudayalaya	Corporation, Shantinagar, Wilson Garden Police Station, Dairy Circle, Madiwala, Bommanahalli, Electronic City,	SB_YPR	No
365 J	Majestic (KBS)	Jigani	Corporation, Shantinagar, Wilson Garden, Dairy Circle, MICO check post, IIMB, Arekere Gate, Hulimavu, Meenakshi Temple, Gottigere, Bannerghatta	SB_YPR	No
365	Majestic(KBS)	Bannerghatta national park	Corporation, Shantinagar, Wilson Garden, Dairy Circle, MICO check post, IIMB, Arekere Gate, Hulimavu, Meenakshi Temple, Gottigere, Bannerghatta	SB_YPR	Yes
356Q	Majestic(KBS)	Electronic city	Corporation,South end, Jayanagar 4th block, BTM, Silk board, Bomanahalli	ss87	No
10	Majestic(KBS)	Avalahalli BDA Lyt	Cottonpet/Goodshed Road, Chamarajapet, Hanumantanagar, Srinagar, Muneshwara block	Srivastava	Yes
45G	Majestic(KBS)	Chennammana Kere	Cottonpet/Goodshed Road, Chamarajapet, Hanumantanagar, SBM Bank colony, Hosakerehalli Cross	Srivatsava	Yes
360B	Majestic(KBS)	Attibelle	Corporation,Shantinagar,Wilson garden,Dairy circle,Silk board,Bommanahalli,Electronic city,Chandapura	ss87	No
362E	Shivajinagar	Electronic city	Brigade road junction,elgin,Adugodi,Madiwala,Bommanahalli	ss87	No
365P	Majestic (KBS)	Anekal	Corporation, Shantinagar, Wilson Garden, Dairy Circle, MICO check post, IIMB, Arekere Gate, Hulimavu, Meenakshi Temple, Gottigere, Bannerghatta, Jigani	SB_YPR	Yes
373G	Srinagar	Electronic city	Hanumanthanagar, Basavanagudi, Jayanagar 4th block, BTM, Silk board, Bommanahalli
373GR	Rajarajeshwari nagar	Electronic City	Nayandahalli, BTM, Silk board, Bommanahalli
375A	Kengeri Shirke	Electronic city	Kengeri, JSS, Chennasandra, Uttarahalli, Banashankari, BTM, Silk board
402T	Yelahanka Satellite Town	ITPL	Hebbal, Mekhri Circle, Majestic, Corporation, Domlur, HAL, Marathahalli
411L	Shantinagar	ITPL	Wilson garden, Shantinagar, Dairy circle, Koramangla Water tank, DELL, HAL, Marathahalli
500A	Hebbal	Banashankari	Nagavara, Hennur Cross, Kalyana Nagar, Channasandra, Tin Factory, K.R.Puram Rly. Station, Marathahalli, Bellandur, Agara, Silk board, BTM Layout, Jayanagar 9th Block, Jayanagar 5th Block	SB_YPR	No

Below is the live view of the spreadheet meant for preparing a feed for Google Transit. If you want to contribute open this link in a separate window.

Attachment	Size
Vajra_Map_1.pdf	453.98 KB
Route 100.JPG	20.73 KB

Crowdsourcing: BMTC Vajra Route info database - II

A few folks at Praja are trying to create some handy, cool and easy to understand maps for buses. In the initial phases their focs is on the volvo routes.

Can we do this true Praja style? Below is the SECOND list of bus routes. The First list can be found here We need to make sure that all the bus stops covered by the route are covered in "via places".

How to fill the table?

335E

Majestic (KBS)

Kadugodi Bus Station

Mayo Hall, Manipal Hospital, Murugeshpallya, AECS Layout, ITPL

shekhar_mittal

If you are having trouble adding it urself, just make a comment below this wiki and we will make the changes ourself.

Route	Origin	Destination	Via Places	Revised by	Is it final?
356P	Basavewshwaranagar	Electronic City	Sujatha, Majestic (KBS) Wilson Garden Police Station, Madiwala, Bommanahalli, Electronic City
356Q	Majestic (KBS)	Electronic City (Wipro Gate)	Corporation, Lalbagh Main Gate, Southend Circle, Jayanagar Bus tand, Jayanagar 9th East Block, BTM Layout, Bommanahalli, Hosa Road, Electronic City
411K	Bannerghatta National Park	Marathahalli Bridge	Gottigere. Meenakshi Temple, Hulimavu Gate, Arekere Gate, IIMB, MICO check post, Dairy Circle, Koramangala 80Ft Road, Dell, Domlur, Kodihalli, Manipal Hospital, Murugeshpalya, HAL Main Gate, HAL Kalyanamantapa	SB_YPR	No
411L	Shanti Nagar Bus Station	Kadigodi	Siddapura, Hombegowda Police Station, Koramangala 80ft Road, Dell, Domlur, Kodihalli, Manipal Hospital, Murugeshpalya, HAL Main Gate, HAL Kalyanamantapa, Marathahalli Bridge, Kundalahalli Gate, Hope Farm	SB_YPR	No
500 KR	Kenchenhalli Gate	ITPL	BEML Complex, Hoskerehalli Cross, BSK, BTM Layout, Agara, Kadabisanahalli, Kundanahalli Gate,Sri Sathhya Sai Hospital
500D	Hebbala	Central Silk Board	Manyata Tech Park, Nagavara, Hennur Cross, Kalyana Nagar, Channasandra, Tin Factory, K.R.Puram Rly. Station, Marathhalli Bridge, Bellandur, Agara	SB_YPR	Yes
500DB	Hebbala	Hope Form	Manyata Tech Park, Nagavara, Hennur Cross, Kalyana Nagar, Channasandra, Tin Factory, K.R. Puram Rly. Station, Marathahalli Bridge, Kundalahalli Gate, Sathya Sai Hospital	SB_YPR	No
500K	Vijayangara	ITPL	Attiguppe, Deepanjalinagar, Nayandahalli, PESIT, Hosakerehalli Cross, Kamakhya, Banashankari, Jayanagar 5th Block, Jayanagar 9th Block, BTM Layout, Agara, Bellandur, Marathahalli, Kundalahalli Gate, Sri Sathya Sai Hospital	SB_YPR	No
500KG	global Village	ITPL	R.V.College of engineering, Banashankari, BTM, Silk board, agara,Marathahalli
500KM	Kalyani Magnum (JP Nagar)	ITPL	Jayanagar 9th Block East, SI Apartment (HSR), Agara, Kadabisanahalli, Kundalahalli Gate, Sri Sri Sathya Sai Hospital
500KS	Kengeri Housing Board QRTS	Kadugodi Bus Station	RV College, Kattariguppe, BSK, Marathahalli
500N	Vijayangara	ITPL	Attiguppe, Deepanjalinagar, Nayandahalli, PESIT, Hosakerehalli Cross, Kamakhya, Banashankari, Jn. of Sarjapura Road, Graphite India Ltd.	SB_YPR	No
500 NA	Slk board	ITPL	Agara, Bellandur, Marathahalli, Kundalahalli Gate, Graphite India	SB_YPR	Yes
600M	Chikkalasandra	Electronic city	, Banashankari, BTM, Silk board, Bommanhalli, Singasanrda	ss87
600KC	Nagarbhavi BDA complex	Electronic city	Nayandahalli, Hosakerahalli, Banashankari, BTM, Silk board, Bommanahalli	ss87	No
500NC	Banashankari	ITPL	Graphite India, Marathahalli, Bellandur, agara,Koramangla,Dairy circle,East end	ss87	No
500P	Chikkalasandra Bus Station	ITPL	Padamanabhanagar,Devegowda Petrol Bunk,BSK BDA Complex,Mono Type, Corporation,Banashankari
500W	ISRO Layout	ITPL	Banashankari, BTM Layout, Jn. of Sarjapura Road, Marathahalli Bridge, Kundala Halli, Graphite India Ltd
505	Electronic City	ITPL	Singasandra, Bommanahalli, Silk board, Agara, Bellandur, Marthahalli	ss87	No
505 A	Domlur	Electronic City (Wipro Gate)	Dell IT Complex , Koramangala water Tank, Madiwala, Singhasandra, Konappana Agrahara
600K	Vijayangara	Narayana Hrudayalaya	Attiguppe, Deepanjalinagar, Nayandahalli, PESIT, Hosakerehalli Cross, Kamakhya, Banashankari, Jayanagar 5th Block, Jayanagar 9th Block, BTM Layout, Bommanahalli, Konappana Agrahara, Electronic City, Hebbagodi.	SB_YPR	No
600KA	Vijayangara	Electronic City (PH II)	Vijayanagar, PES College, BSK, BTM Layout, Central Silk Board, Bommanahalli, Electronic City, Electronic city Phase II

Attachment	Size
Vajra_Map_1.pdf	453.98 KB

BMTC route allottment - sheet attached

BMTC has recently launched a document providing the red board bus routes an dnumber of buses allocated to it along with the number of trips-though timings havent been provided I think we can make use of it a bit

I have attached the document along with the file-please go through the same

Attachment	Size
CITY & SUB-URBAN ROUTES DETAILS -2010.xls	492 KB

Case Study: Taking the Bus

Navshot, digs into his company's efforts at providing a bus service to its employees and comes with some very interesting insights. Amongst other things, he discusses issues in route planning, user expectation, working with BMTC, scalability, quality of service issues and factors influencing them.

In general, information provided here may not be accurate, but is a rough sketch of things. This is so because of lack of records or lack of access to the records.

Background/History

Location of the company is C.V.Raman nagar (off old Madras road near HAL/DRDO/LRDE). The company had contracted out transport services to a private firm. It ran 6 routes with Swaraj Mazda. The routes covered were (may not be 100% accurate as history is not maintained well):

Jayanagar sector (covered Basavanagudi, etc)
JP Nagar sector (covered Banashankari, etc)
R.T. Nagar sector (covered Cox town, etc)
Mathikere sector (covered Malleshwaram, etc)
Vijayanagar sector (covered Rajajinagar, etc)
BTM layout sector (covered Koramangala, etc)

They had 6 Swaraj Mazdas running two trips each in the morning pickup and two trips in the evening dropoffs.

Primary disadvantages

Did not cover areas extensively
Since there were only one vehicle per route, the same vehicle had to come back for the second trip: This resulted in uncertain timings for second trip (due to variation in traffic).
Its size was limiting capacity

Hence, there was an initiative to increase the use of company/mass transport, as a wholesome solution to tackle the following:

Personal: lower stress levels, lower fuel bills
Company: lower usage of precious parking space
City: lower the traffic snarls in peak hours
Environment: lower pollution

Study

First phase of study involved a survey to find out the interest for an improved service. Majority showed interest if a company vehicle could be reached within 1 Km from their home. The survey also found that

over 70% of the people stay less than 8km from office
over 60% stay less than 5km from office
around 60% use cars for daily commute

The second phase was to actually locate each and every employee's residence. MapMyIndia services were used where each employee could login, zoom in and mark where he/she wanted to board the bus (typically the nearest main road which was accessible by a bus).

Design/Planning

Primary objective was to cover maximum employees.

A "draft" set of routes were created that covered close to 100% (maybe around 96-98% in reality) of employees who disclosed their location. A team of volunteers was created with atleast a couple from each of these routes.

In case where the preferred stop of an employee was not on the route, they were contacted and asked about feasibility for them to use a location on the route. Where ever feasible, routes were re-aligned to cover more employees.

Each of these sub-teams (one team per route) did a reality check and timing. They went in a cab measuring time. Based on this, they published start time and arrival at each of the stops.

Meanwhile, after rounds of talks and negotiations, BMTC was chosen as the vendor. Some of the advantages with BMTC was:

Flexible (Surprise! Surprise!!)
Cost effective
Scalable

Based on cost/benefit analysis and other data, two trips of pickup and two trips of dropoff were planned.

The whole process was so tailored that the service could ultimately be broadened to other companies in the neighbourhood and admin run by the technology park developer where these companies reside.

Implementation

In all there were 11 routes to begin with that served long routes. Short routes (of less than 8km) were served by Swaraj Mazdas of the existing private service provider.

The bus timings were fixed keeping in mind that it had to reach office by around 8:30AM/9:30AM for two trips. Evening trips started based on distance to the final destination (longer the route, earlier the start). But later it was scrapped and all the buses starting time 5:30PM/7:30PM respectively for first/second trips.

Route details are given in below.

After about an year's successful (maybe only partially) run, the complete administration of running this service was handed over to the developer of the tech. park that anyway maintains other services.

As of now, there are a total of five companies using this service. Since there was a dramatic increase in volume for some of the routes, one extra trip were added for such routes. Some new routes were created too and there are now a total of 14 routes that is served by BMTC.

A monthly charge of around Rs. 1450 is charged per person.

Issues

Since coverage was given a priority, some of the routes were long. For example, the route destined to Yelahanka had to go via Cox town, R.T. Nagar, Sanjaynagar and Vidhyaranyapura. Currently it stays as a single route as the volume is not enough to split it into two routes. As per the latest calculation, 30 users have to be there for the route to break even (given that there are two trips each in the morning and evening). Due to this, time taken to reach Yelahanka is sometimes as high as two hours in the evenings.
Even though top management at BMTC is extremely corporate-type and flexible to customers, the middle management is still the same depot managers who are slow to respond. This is occationally shown as delay in bus arrival in the mornings and that very rarely don't turn up at all.
Due to low volume for some of the routes, there are only two trips. Ideally, there should have been a trip once an hour barring afternoon. For example, multiple trips each at 7:00, 8:00, 9:00, 10:00, 11:00 in the mornings and 4:30, 5:30, 6:30, 7:30 and 8:30 in the evenings. For this kind of frequncy to be viable, I guess the volumes have to tripple from the current ones.
Since many companies are using the service, the whole system has lost a bit of flexibility. Some companies encourage flexi-time working and some others strictly enforce working hours (start of working hours that is. No restriction on end of working hours, as long as its later than 5:30PM!!!). One can know where it all leads to when the service has to be expanded and improved.
The BMTC service served only longer distanced well. For those who stayed closer (less than 5 km), who were majority, it didn't serve well. Even shorter routes (covered by private) failed to make it attractive. The reason: Most had to walk 5 mins to the stop, wait another 5 mins and travel for 15 mins. Whereas, if they took their own vehicle, they could reach in 5-15 mins.

Misc. information

As stated above, the top management of BMTC were surprisingly found to be more flexible than some of the other private guys. They agreed to many special requests and were also very quick in responses. Very corporate like.
Cost of running big BMTC buses are cheaper than Swaraj Mazdas!! It maybe because of BMTC's own service and repair division. Also, it might be because the buses, in the off hours, can be run on its own regular routes to generate more revenue.
Each trip has a different bus, so first trip bus need not worry about getting back to cover the second trip.
From the current running, it seems there are no major issues. There is a variation of about 5-15 minutes in the mornings - mostly due to traffic conditions. 90% of the time the variation is around 5 mintues. In the evenings on the other hand, the variation is between 5 to 30 minutes to reach destination. Most of the time the variation is around 10 minutes (invariably late by 10 minutes). Ofcourse, this is dependent on the route. This data is derived after looking at a couple of routes for about a month.
Another interesting observation on commute time in the evenings: Invariably, the bus arrives at destination later in winter/rainy days and earlier in summer's sunny days. One of the reason could be that, more people start moving towards home once its dark - and it gets dark sooner in winter. And, on rainy days, no need to explain - it would end up in multiple jams due to flooding and slow movement of vehicles.

Taking the bus: Pick up routes

data courtesy navshot.

Route Number :R01
Route Name: Koramangala	Pick up
BTM Layout Bus stand	7:30 AM	8:00 AM	8:30 AM
Maruthi Nagar BTM Lyt stg 1 via Advaith petrol bunk	7:38 AM	8:08 AM	8:38 AM
St.John's Hospital	7:42 AM	8:12 AM	8:42 AM
CG Corel(Aiswarya dept stores)	7:46 AM	8:16 AM	8:46 AM
Raheja residency	7:48 AM	8:18 AM	8:48 AM
Sukh sagar	7:52 AM	8:22 AM	8:52 AM
Vinayaka temple	7:54 AM	8:25 AM	8:55 AM
Bethany School	7:56 AM	8:27 AM	8:57 AM
National games village ( 80 ft road)	7:58 AM	8:29 AM	8:59 AM
Sonyworld	8:00 AM	8:34 AM	9:04 AM
Egipura signal	8:02 AM	8:36 AM	9:06 AM
Hero Honda Signal	8:06 AM	8:41 AM	9:11 AM
BTP	8:22 AM	9:04 AM	9:35 AM

Route Number :R02
Route Name: IIMB	Pick up
Meenakshi Temple	7:20 AM	7:50 AM	8:15 AM
Arakere	7:23 AM	7:55 AM	8:20 AM
IIM B	7:25 AM	8:00 AM	8:25 AM
Bannergatta Main Road (Near HoneyWell)	7:26 AM	8:01 AM	8:26 AM
Ranka Colony	7:27 AM	8:03 AM	8:28 AM
Delmia SW	7:29 AM	8:05 AM	8:30 AM
VET school	7:30 AM	8:08 AM	8:33 AM
Divakar hospital	7:32 AM	8:10 AM	8:35 AM
RelQ( JP nagar)	7:33 AM	8:13 AM	8:38 AM
Shoppers Stop	7:34 AM	8:14 AM	8:39 AM
BTM water tank	7:37 AM	8:18 AM	8:43 AM
BTP	8:20 AM	9:00 AM	9:25 AM

Route Number :R03
Route Name: HSR Layout	Pick up
Bommanahalli Junction	7:30 AM	-	8:45 AM
Silk Board flyover	7:33 AM	-	8:48 AM
5th Main ORR junction	7:34 AM	-	8:49 AM
HSR BDA complex, 14th Main	7:36 AM	-	8:51 AM
17th Main, 17th Cross	7:37 AM	-	8:52 AM
19th Main, 22nd Cross	7:40 AM	-	8:55 AM
24th Main, 22nd Cross	7:42 AM	-	8:57 AM
27th Main, NIFT	7:43 AM	-	8:58 AM
27th Main, Meenakshi Apartments	7:44 AM	-	9:00 AM
27th Main, ORR junction	7:46 AM	-	9:02 AM
SunCity, ORR	7:48 AM	-	9:04 AM
Sarjapura Road (Shobha Garnet Apts)	7:49 AM	-	9:05 AM
Bellandur	7:50 AM	-	9:07 AM
Intel	7:52 AM	-	9:09 AM
Innovative Multiplex(Salarpuria Supreme)	7:58 AM	-	9:15 AM
Marathahalli (bridge)	8:00 AM	-	9:17 AM
Martahalli market	8:01 AM	-	9:18 AM
BTP	8:22 AM	-	9:30 AM

Route Number :R04
Route Name: Anjanapura	Pick up
J.P.Nagar 9th phase - Anjanapura Bus Stop	7:17 AM	-	8:05 AM
Konankunte Old Bank Colony - Bus Stop	7:22 AM	-	8:10 AM
Konankunte Old Police Station	7:23 AM	-	8:11 AM
Family Mart Circle	7:28 AM	-	8:20 AM
J.P.Nagar 6th Phase - Bus Stop	7:32 AM	-	8:23 AM
JP Nagar 15th Cross Circle (UTI ATM)	7:35 AM	-	8:27 AM
Raghavendra Mutt Circle	7:38 AM	-	8:33 AM
Shanti Poly Clinic	7:40 AM	-	8:35 AM
Cool Joint	7:45 AM	-	8:40 AM
Jayanagar 3rdBlock	7:50 AM	-	8:50 AM
Ashoka Pillar	7.57 AM	-	8.57 AM
KH Road Bus stand	8.05 AM	-	9.10 AM
BTP	8:20 AM	-	9:30 AM

Route Number :R05
Route Name: Chikkalasandra	Pick up
Chikkalsandra( Brigade Apartments)	7:22 AM	-	8:20 AM
Banashankari 3rd Stage After Indian oil Pentrol Pump(H S Cyber Centre) )	7:25 AM	-	8:23 AM
Banashankari 3rd Stage ( SBI Bank ATM )	7:28 AM	-	8:25 AM
Devegowda Petrol Pump	7:29 AM	-	8:29 AM
Banashankari 2nd Stage(Prashanth Nursing Home (Next to UTI Bank ATM))	7:31 AM	-	8:31 AM
BSK BDA Complex ( park)	7:34 AM	-	8:34 AM
In Front of Monotype bus stop	7:38 AM	-	8:37 AM
KR Road (Uma Maheshwari Temple).	7:40 AM	-	8:40 AM
Garadi Apartments	7:42 AM	-	8:42 AM
Natkallappa Circle ( Infront of Canara Bank staff training centre)	7:44 AM	-	8:45 AM
SRS Petrol Pump	7:46 AM	-	8:48 AM
R.V.Teacher College	7:48 AM	-	8:52 AM
Ashoka Pillar	7:50 AM	-	8:54 AM
Wilson garden post office	7:55 AM	-	9:04 AM
Doubble Road (Infront of Depot)	8:00 AM	-	9:10 AM
BTP	8:20 AM	-	9:40 AM

Route Number :R06
Route Name: Basaveswaranagar	Pick up
Pavithra Paradise	7:30 AM	8:00 AM	8:30 AM
Basveshwara 8th Main	7:32 AM	8:02 AM	8:32 AM
Water Tank	7:34 AM	8:04 AM	8:34 AM
Shankar Mutt	7:36 AM	8:06 AM	8:36 AM
Mahalakshmipuram (GD Naidu hall road)	7:38 AM	8:08 AM	8:38 AM
RajajiNagar 1st Block	7:40 AM	8:12 AM	8:42 AM
RajajiNagar 16th Cross	7:42 AM	8:14 AM	8:44 AM
KLE college	7:43 AM	8:17 AM	8:47 AM
Rajajinagar Old Police Station	7:45 AM	8:18 AM	8:49 AM
Rama Mandir	7:47 AM	8:21 AM	8:51 AM
BTP	8:20 AM	9:00 AM	9:30 AM


Route Number :R07
Route Name: Jalahalli	Pick up
Bagalkunte (Widia School)	7:10 AM	-	8:10 AM
8th Mile	7:15 AM	-	8:15 AM
Dasarahalli	7:18 AM	-	8:18 AM
Jalahalli cross	7:20 AM	-	8:20 AM
BEL Circle	7:30 AM	-	8:30 AM
Gokula	7:35 AM	-	8:35 AM
Mathikere	7:39 AM	-	8:40 AM
Yeshwantpura TOLL Gate (boarding for all Yeshwantpura passengers).	7:42 AM	-	8:45 AM
Malleswaram 15th cross ( veena stores)	7:49 AM	-	8:52 AM
Malleswaram circle	7:52 AM	-	8:57 AM
Seshadri puram	7:55 AM	-	9:05 AM
Gutahalli	7:57 AM	-	9:08 AM
Cantonment Station	8:00 AM	-	9:13 AM
Ulsoor lake (Foto Flash)	8:10 AM	-	9:23 AM
BTP	8:20 AM	-	9:45 AM

Route Number :R08
Route Name: Vijayanagar	Pick up
GKW layout bus stand	7:05 AM	7:45 AM	8:15 AM
Chandra Layout Bus Stand	7:10 AM	7:50 AM	8:20 AM
Nagarbhavi Circle	7:15 AM	7:55 AM	8:25 AM
Canara Bank Colony	7:19 AM	7:59 AM	8:29 AM
Moodalapalya Bus stop (seetharam kalyana mantap)	7:23 AM	8:03 AM	8:33 AM
Saraswathi Nagar Bus Stop	7:25 AM	8:05 AM	8:35 AM
Indian bank	7:27 AM	8:07 AM	8:37 AM
Vijayanagar Exchange	7:30 AM	8:11 AM	8:41 AM
Vijayanagar bus stand	7:32 AM	8:13 AM	8:43 AM
Maruthi temple	7:35 AM	8:15 AM	8:45 AM
5th main crossing Hampi nagar	7:37 AM	8:18 AM	8:48 AM
Attiguppe ( Near chandralayout petrol pump)	7:40 AM	8:21 AM	8:51 AM
Deepanjali nagar	7:42 AM	8:23 AM	8:53 AM
Bapujinagar Bustand	7:44 AM	8:25 AM	8:55 AM
Sirsi Circle ( Burial ground )	7:46 AM	8:28 AM	8:58 AM
In front of Bangalore Club (rich mond circle)	7:56 AM	8:40 AM	9:10 AM
Via Residency road, MG road, Ulsoor lake	8:10	8:45 AM	9:05 AM
BTP	8:20 AM	9:05 AM	9:30 AM

Route Number :R09
Route Name: Yelhanka	Pick up
Yelahanka police Station Circle	7:05 AM	-	8:05 AM
Yelhanka new town main bus stop	7:15 AM	-	8:15 AM
Vidyaranyapura Last bus stop	7:25 AM	-	8:25 AM
Vidyaranyapura SBI	7:27 AM	-	8:27 AM
Vidyaranyapura first bus stop	7:29 AM	-	8:29 AM
Doddabomsandra Petrol bunk	7:31 AM	-	8:32 AM
Kuvempu circle	7:36 AM	-	8:40 AM
Gowri apts ( new BEL road)	7:38 AM	-	8:41 AM
Sanjay nagar Janata bazar	7:43 AM	-	8:46 AM
Sanjay nagar water tank	7:44 AM	-	8:47 AM
CBI	7:48 AM	-	8:51 AM
RT nagar police station	7:50 AM	-	8:53 AM
RT Nagar HDFC bank	7:52 AM	-	8:55 AM
JC nagar Police station	7:57 AM	-	9:00 AM
Nandi durg road ( Airtel)	7:59 AM	-	9:02 AM
Coles park	8:03 AM	-	9:06 AM
Frazer town post office	8:04 AM	-	9:08 AM
East Station	8:06 AM	-	9:10 AM
Cox town circle	8:08 AM	-	9:11 AM
Isolation hospital	8:23 AM	-	9:28 AM
BTP	8:30 AM	-	9:45 AM

Route Number :R10
Route Name: ITPL	Pick up
Railway Gate Near Sai Baba Ashram	7:25 AM	-	8:35 AM
Whitefield ( Mayura Bakery )	7:30 AM	-	8:40 AM
Hope farm Circle	7:32 AM	-	8:42 AM
Adarsh palm Meadows	7:35 AM	-	8:45 AM
Kundanhalli circle	7:40 AM	-	8:50 AM
AECS Centre 1st stage	7:43 AM	-	8:53 AM
AECS Centre 2nd stage	7:45 AM	-	8:55 AM
HLL office	7:47 AM	-	8:57AM
BEML Layout	7:50 AM	-	9:00 AM
Marthahalli	7:58 AM	-	9:09 AM
BTP	8:20 AM	-	9:35 AM

Route Number :R11
Route Name:Sahakar Nagar	Pick up
Nagar -Police Out Post	7:25 AM	-	8:25AM
Sahakar Nagar -Big Bazar (Yelhanka main road)	7:30 AM	-	8:30AM
Hebbal Flyover	7:35 AM	-	8:35 AM
Nagwara circle	7:40 AM	-	8:45 AM
Hennur ring road junction	7:45 AM	-	8:55 AM
Jal vayu vihar	7:50 AM	-	9:00 AM
East point college	7:55 AM	-	9:03 AM
Babusapalaya Bus stop	7:58 AM	-	9:10 AM
Banaswadi Ring Road (Near Bagini)	8:00 AM	-	9:13 AM
Rammurthy nagar cross ( Tamrind)	8:02 AM	-	9:15 AM
Kasturinagar Water tank	8:07 AM	-	9:20 AM
Kasturi nagar 2nd main cross	8:10 AM	-	9:23 AM
4th main bus stop railway parallel road ( sadandnagar)	8:12 AM	-	9:25 AM
NGEF layout Railway parallel road ( old level crossing)	8:15 AM	-	9:32 AM
BTP	8:20 AM	-	9:45 AM

Route Number :R19
Route Name:Rajarajeswari Nagar	Pick up
Beml Layout Bus Stand	7:25 AM	8:00 AM	8:15 AM
R.R.Nagar Temple(Aladhmara Stop)	7:28 AM	8:04 AM	8:18 AM
Nayandahalli Bus Stand	7:33 AM	8:09 AM	8:25 AM
Janata bazaar	7:38 AM	8:15 AM	8:33 AM
Food World	7:41 AM	8:18 AM	8:36 AM
Hoskerehalli Corss	7:45 AM	8:23 AM	8:40 AM
Sita circle	7:46 AM	8:25 AM	8:43 AM
Bank Colony Bus Stop	7:47 AM	8:26 AM	8:45 AM
Srinivas nagar bus stop	7:48 AM	8:28 AM	8:47 AM
Hanumanth nagar Vesp Show room	7:50 AM	8:32 AM	8:55 AM
Gavipuram( Syndicate Bank)	7:53 AM	8:35 AM	8:58 AM
Rama Krishna Ashram	7:55 AM	8:36 AM	9:00 AM
Chamraj Pet (Uma Theatre)	7:57 AM	8:37 AM	9:03 AM
BTP	8:20 AM	9:30 AM	9:45 AM

Route Number :R20
Route Name: BTM	Pick up
BTM 2nd Stage Bus stop(Maheadeshwar Nagar)	7:37 A.M	-	8:40 A.M
Udupi Garden	7:39 A.M	-	8:45 A.M
Gangotri circle	7:41 A.M	-	8:48 A.M
Maruthinagar 7th Cross	7:43 A.M	-	8:51 A.M
Airtel Office	7:45 A.M	-	8:54 A.M
Kormangala BDA complex	7:55 A.M	-	9:00 A.M
Ejipura singnal	7:59 A.M	-	9:05 A.M
BTP	8:35 A.M	-	9:23 A.M


Route Number :R21
Route Name: ISRO Layout	Pick up
ISRO layout BMTC bus stop	7:20 AM	-	8:15 AM
Kumarswamy Layout	7:25 AM	-	8:20 AM
Dayanand Sagar College	7:30 AM	-	8:25 AM
Kadirenahalli Cross	7:33 AM	-	8:30 AM
Banashankari Temple	7:38 AM	-	8:33 AM
Rajalakshmi Nursing Home	7:41 AM	-	8:38 AM
Raghavendra Mutt Circle	7:43 AM	-	8:40 AM
Ragi Gudda	7:45 AM	-	8:43 AM
East End Circle	7:47 AM	-	8:45 AM
Carmel Convent	7:50 AM	-	8:48 AM
Sagar Automobiles(via diary circle)	7:53 AM	-	8:52 AM
Adugodi Signal (Near Mico) via Diary Circle	7:57 AM	-	8:58 AM
BTP	8:25 AM	-	9:30 AM

Routes introduced after February 2010

Following routes came into existence after the first bus day in Bangalore City by BMTC

7H: Jayanagar 4th block-->Wilson garden-->Austin town-->Viveknagar-->Austin Town-->NGV-->Koramangla water tank-->BTM
201MA: St.Johns-->Koramangla water tank-->DELL-->Indiranagar 100 ft road-->Jeevanbhimanagar
201RC A/C suvarna: Chikkalasandra-->Banashankari-->Silk board-->Dell-->Indiranagar 100ft road-->C.V.Raman nagar
201S: Banashankari-->BTM-->Silk board-->Forum-->Ulsoor-->Indiranagar-->Domlur
201U: AGS Layout-->Banashankari-->BTM-->Silk board-->DELL-->Indiranagar 100ft road-->Byappanhalli
201V: Jayanagar 4th block-->BTM-->Silk board-->Koramangla-->Neelasandra
Volvo 373G: Srinagar-->Hanumanthanagar-->Basavanagudi-->Jayanagar-->BTM-->Silk board-->Electronic City
375B: Kengeri Shirke-->Kengeri-->Uttarahalli-->Chikkalasandra-->Banashankari-->Jayanagar 4th block-->Shantinagar bus stand
BIAS-8A: BTM-->Silk board-->Agara-->Marathahalli-->K.R.Puram-->Hebbal->Airport
378: Kengeri Shirke-->Kengeri-->Uttarahalli-->Chikkalsandra-->Konanakunte cross-->Gottigere-->Koli farm-->Neeladri amusement park-->WIPRO-->Electronic city gate
410D: Bharath nagar-->Sunkadgatte-->K.H.B.Colony magadi road-->Vijayanagar-->PES-->Hosakerahalli-->Banashankari-->BTM-->Silk board-->Electronic City
Volvo 500NC: Banashankari-->East end-->Dairy circle-->Agara-->Marathahalli-->ITPL
600G: Chandapura-->Electronic city-->Silk board-->BTM-->Banashankari-->Kumaraswamy layout second stage
600FA: Banashankari-->BTM-->Silk board-->Bommanhalli-->Electronic city-->Jigani
Volvo 600Q: Banashankari-->Jayanagar 4th block-->BTM-->Silk board-->Electronic city

The Big10 routing concept

A book to group together posts that uncover Big10 related routing reform initiated at BMTC. Big10 is seen as an attempt to rationalize BMTC's routing scheme. Simply put, the concept consists of radial routes connecting peripheral areas with central business district, and the rings or local shuttles could provide angular or last mile connectivity. Concept may grow to be a success, or may not live on, regardless, good to keep a record of all Big10 talk here.

BIG10, KSOL, KSBL - Route Details

BIG10, KSOL, KSBL - Route Details
Sl No	Route No	From	To	Via Places	No. Schedules
1	BIG10-1	Police Housing Corporation	Kadugodi Bus Station	Domlur, HAL Main Gate, Marath Halli	14
2	BIG10-2	ST.Patrick Church	Electronic City	Madiwala, Singasandra, Electronic City Infosys Parking Launge	19
3	BIG10-3	M.G.ROAD(POLICE HOUSING CORP)	DOMMASANDRA	Domlur, Jakkasandra, Agara, Bellandur Gate, Kaikondarahalli, Kodatigate, Chandapura Cross	8
4	BIG10-4	BRIGADE ROAD	BANNERGHATTA NATIONAL PARK	Mico Factory Junction, Bangalore Dairy Circle, Belekalli, Gottigere, Basavanapura	8
5	BIG10-5	CORPORATION	KAGGALIPURA	Lalbagh main gate, Vijya college/South end circle, Banashankari, Jaraganahalli Cross, Talaghattapura, Shani Mahatma Temple	10
6	BIG10-6	KENGERI HOUSING BOARD QURTS	CORPORATION OFFICE	K.R.Market, Sirsi Circle, M.C.T.C. Bus Station, Bangalore University, R.V.Eng. College, Kengeri, Hoysala Circle	8
7	BIG10-7	KEMPEGOWDA BUS STATION	GOLLARAHATTI	MAGADI ROAD, KHB COLONY, KAMAKSHIPALYA, KOTTIGE PALYA, SUNKADA KOTTE, BYDRAHALLI	7
8	BIG10-8	NELAMANGALA	BRV PARADE GROUND	Sivaji Nagar/Indian Express, Jalahalli Cross/Dasarahalli, Binnamangala	12
9	BIG10-9	Yelahanka Nes	BRV Parede Ground	Sivaji Nagar/Indian Express, Vasantha Nagar/Cont .RLY STN, Hebbal	8
10	BIG10-10	K.R.PURAM	TRINITY CIRCLE	Halsoor, Isolation Hospitol, Bennigana Halli, K.R.Pura Rly STN	4
11	KSBL	Police Housing Corporation Office	Police Housing Corporation Office	Richmond Circle, M.G.Statue, East Parade Church	3
12	KSOL	Bangalore Club	Bangalore Club	The Taj Residency Hotel, Halasuru Road(HCL Off), C.S.Cricket Stadium	3

Place	First Bus	Last Bus
K.R.PURAM	0840	1905
TRINITY CIRCLE	0800	1825

Place	First Bus	Last Bus
ST.PATRICK CHURCH	0730	2120
ELECTRONIC CITY	0850	2220

Place	First Bus	Last Bus
M.G.ROAD(POLICE HOUSING CORP)	0730	1805
DOMMASANDRA	0730	1915

Place	First Bus	Last Bus
BRIGADE ROAD	0600	2200
BANNERGHATTA NATIONAL PARK	0620	2125

Place	First Bus	Last Bus
KEMPEGOWDA BUS STATION	0830	1900
GOLLARAHATTI	0730	1800

Place	First Bus	Last Bus
NELAMANGALA	0600	1945
BRV PARADE GROUND	0730	2115

Place	First Bus	Last Bus
Yelahanka Nes	0630	2120
BRV Parede Ground	0730	2030

Place	First Bus	Last Bus
K.R.PURAM	0840	1905
TRINITY CIRCLE	0800	1825

Place	First Bus	Last Bus
CORPORATION	0620	2100
KAGGALIPURA	0540	2205

place	First Bus	Last Bus
KENGERI HOUSING BOARD QURTS	0730	1925
CORPORATION OFFICE	0730	2030

BMTC - S1 Route (Vijayanagar to Vijayanagar)

Saw these buses plying on outer ring road near BTM layout yesterday & today.

Looks like an extension of Big10 concept, Big10 to Circle Routes to S (not sure what it stands for) routes?

Surprisingly, while the BMTC call center did not have any detail to offer, the buses seemed to quite fully loaded!. I got bumped from the call center guy to the control room to Vijayanagar Bus Stand (22952362). All were cordial, willing to help, but had no info to offer.

BMTC Big 10 and HOHO service: work in progess?

BMTC is prepping 140 buses ready for ABIDe's Big 10 proposal in addition to suggesting Volvos be used for the HOHO service. Does this mean that BMTC will remove/reduce current bus services operating on the 'Big 10' ? Although unlikely, this would the first step towards the rezoning principle talked about on praja by narayan82 and kbsyed (here and here).

Full story here: http://www.hindu.com/2009...

transmogrifier

Bellary Road Big 10

Information first, cribs later! I finally managed to decode the mystery named Bellary Road Big 10. This one operates between Shivajinagar bus stand and Yelahanka. The route as I understand right now is:

From Shivajinagar bus stand - Indian Express Circle - Cunningham Road - Millers Road - Jayamahal Road - TV Tower, Mekhri Circle - CBI - Hebbal - Bytarayanapura - Yelahanka NES

From Yelahanka NES - Byatarayanapura - Hebbal - CBI - Mekhri Circle - TV Tower - Nandidurg Road - Cantonment Rly Station - Indian Express - Minsk Square - Cubbon Road - Central Street - Shivajinagar bus stand

I have been waiting for this service for a while now and when it finally happened, I have more cribs than positives to talk about. BMTC once again proved that they can be the worst when it comes to implementing a great vision. Here are my observations:

It doesn't overlap with the Kendra Saarige at all! Somehow BMTC doesn't understand the need for an integrated transport system. If I take a Big 10 from Yelahanka and my final destination is Richmond circle, I have to negotiate the crowded Shivajinagar area to get on to a Blue or Orange line. The whole vision of the HO-HOs and Big 10s was great and I am wondering why the people who came up with the vision were not involved when it came to implementation. If indeed they were involved, why were the details completely missed out? It doesn't take too much to come up with a route that integrates Ho-Ho and Big10. For example, if the Bellary Road Big10 goes straight from Minsk Square to Jewels De Paragon (instead of turning left on Cubbon Road) and turns left on MG road towards Anil Kumble Circle and takes another left on to Central Street to proceed towards Shivajinagar, it will end up integrating the Blue and Orange lines very well. It will hardly add a kilometer and a half to the distance. I am sure such tweaks can be made to other Big 10 routes to seamlessly integrate with the Ho-Hos. Otherwise we will see these buses running empty as nobody in their right minds would even think of trying it.
There is absolutely no information anywhere on these services. I wanted to find out about the Bellary road Big 10 and it took sheer determination to finally succeed. I spotted a couple of these buses on Tuesday (10th March) morning while on my way to work. So I decided that I will try to get in one on my way back. Tried calling the BMTC helpline and got the message that the number doesn't exist. I left my office near UB City on Vittal Mallya road and got on a Blue line, checked with the crew, but they haven't even heard of such a thing. Since I remembered seeing Shivajinagar on the Big10 bus route board in the morning, I got down at the Cubbon Road - Central Street junction and walked to Shivajinagar bus stand. Whoever I asked around, didn't have a clue as to what a Big 10 is! I did a couple of back and forth trips between Cubbon Road and Shivajinagar bus stand and finally managed to spot one!
I was expecting the fare to be in multiples of five. When I asked for a ticket from Shivajinagar to GKVK, the conductor came up with a fare of 12 rupees. In my broken Kannada I posed a question to him as to whether the fare is in multiples of 5. He took out a sheet and stared at it for nearly 10 minutes, flipped around, and finally said 12 rupees kodi saar. He gave me two tickets of 6 rupee denominations! Why was the conductor not trained on the fare structure? Why the hell was he carrying tickets of any denomination other than 5s? I understand that there was an exhaustive study done on fares and arrived at the pricing structure for Big10s. Does this mean that all the time, money, and effort spent in coming up with the fare structure was a mere exercise to waste public money?
I can’t comment on the frequency of Big 10s. On one day I saw 2 of them back to back. The other day I waited in Shivajinagar bus stand close to half an hour and couldn’t get one.

All my excitement around using public transport as a commute mechanism has evaporated a lot faster than I imagined. It is taking sheer will power and tons of patience to continue to resist the temptation of getting behind the wheels again!

Big10 - 5 things to build upon BMTC's direction-based rework

What's your Bangalore Bus dream? I will tell you mine. Take local area bus to get to nearest Large bus stop in your sub-urb or locality. Or take your car to the Park And Ride Plaza in your sub-urb. Then change to a Big10. Dedicated lanes at places make sure you feel good about watching the cars wait in jams and chaos. Get down close to your office, then switch to Last Mile shuttle to reach office. Carry your bicycle on odd days, or try autos or taxis if you miss the local shuttle or are in a rush.

This is more like continuation of some comments on this crib about incomplete incomplete Big10/Circle routing work. Since BMTC is hard at work these days, if we talk doable suggestions and sense, good chance that some of these may get implemented. So let us put on our constructive hats and go.

So far, many of us here buy into the circular grid with direction-based radial and circular routes. Of the 12 Big10 routes, most are doing well we hear. 3 or more Circular routes in operation now. Some pictures to illustrate what we talk and understand of the eventual system that could be tried here.

Here is one picture.

And here is another.

What are the big next steps needed now?

The List

Disclaimer: Talk at city level, use personal needs as examples, not summaries. Also, there is nothing new in this top-5 list, its only a distillation/summary of various recent discussions. Only value I am adding is - listing them in order of priority, and this ordering is based on small little surveys I keep doing with my friends, colleagues etc.

1. Last Mile

There are several ways of improving on this.

Shuttles to major job centers from nearest stops on Radial or Circular route.
Regular Metered Autos - either by deregulation, or by tighter regulation. but Autos have an important role to play. I know its hard to do, but still.
Bike Rentals, or Bike carrying facilities in Buses. (happening already at E-City etc, so good start)
Better pavements to manage 1-1.5 Km long last mile walks (happening already in some areas)

2. Easy bus to bus interchange

Improve select junctions, because direction based routing would require many to change the bus to get to their destination

Change involves wait, so larger/better shelters
Change involves walk, reduce the walks by placing bus stops closer to each other
Super solid and wide pavements at these interchange points (tried already at Marathahalli/ORR, but was half-hearted job)

3. Park and Ride Plaza

Need these at Suburbs, essentially at entry point to CBD from sub-urbs. These would most likely be points in the vicinity of Outer Ring Road. Ex: Park at Marathahalli Plaza, and take the Bus, as the area has buses to almost anywhere in Bangalore.

This has been tried, yes, TTMCs (they are not meant to provide zero capex parking facilities to shop-owners in commercial areas), but result is different from the original goal.
Empty Air-space above major intersections could provide the space. Take ORR/Airport Road cross at Marathahalli. That intersection is 120 ft by 120 ft block of road space or more. Think 5 floors above it. You get 72000 sqft. Take out 30% for driveway etc, you get 50000 sqft. At 64 sqft per car, 3 2-wheelers, you can take 780 cars or 2340 2-wheelers in here.
Your BMTC Bus pass would be the entry key to these Park and Ride plazas.

4. Bus speeding at select stretches

Things like dedicated lanes just before crowded signals, or bus-only 15 second signals at large junctions, or "fast buses" with fewer stops.

Priority services operate only during commute hour, not at all times.
Magic-Box etc to make Buses by-pass some signals also a possibility

5. Local area services

This is slightly different from Last Mile shuttles. Instead of variants of same route to cover multiple roads near the origin and destination (like 333E vs 335A, or 333P vs 335E), run dedicated local area services to connect deeper areas to major bus stops. Helps with last mile also, and would make you and me take the bus even for our evening Foodworld and Foodbazaar trips.

Thats it?

Well, not really. But you would need to stop this summary/motherhood post here, because let us:

Try put a top 5, and not a large laundary list.
Avoid listing the basics like passenger information system, clean buses, stop near bus stands etc. These things are low hanging fruits. If above 5 can be done, the basics would anyway get the attention and coverage.

So here it is, an attempt at a prioratized summary. If there is interest, we can expand on each of the five items via separate detailed posts.

Big10 concept - Circle Routes are here?

I have been seeing these new routes marked C-1 (for Circle 1 ?) for a few weeks now. Was waiting for some crisp annnouncement or press release, haven't noticed anything big yet, so posting.

Pretty colorful body, so much so that when I asked a few waiting passengers near Intel, they thought it was some private bus. Once you read the sign board carefully - 500 something - you may not have this confusion.

So will all the 500 routes get merged into this C-1? I haven't noticed any route merges (333P, 333E etc) on the Big10 routes yet, but this one may be different - 500D could simply be converted into C-1. Merging other 500 extensions may not happen sooon enough, though we know that converting major points on Outer Ring Road into bus exchange points (get off Circle route, get into a Big10, or a local route) will be the way to go.

Lets wait to see and hear more.

Extend or overlap BIG 10 services

I happened to travel via shivajinagar instead of taking the bus to KBS to reach domlur from sanjay nagar. I reached indian express hoping to get 331-A. It did come but it was already full and around 10 more people got in to the bus. The bus was literally full with just about people managing to find place to stand. On the way I say two BIG-10s which were with more than half their seats unoccupied. Doesn't it make sense to extend BIG-10 running on arirport road toll indian express or shivajinagar? The Yalahanka BIG-10 seems to be doing good after extending it till shivajinagar. I cannot comment on other BIG-10s since I have never used them.

And I don't think I have to say anything on Blue-line and Orange-line buses. It is an idea which has completely gone wrong.

HOHO off to a slow start

Saw this in this morning's DH. Not surprised that it is off to a slow start.

http://www.deccanherald.com/Content/Feb112009/city20090211117812.asp

'“We have no collection at all. Throughout the day we have got only Rs 30 by ferrying the distance,” said the driver of a Kendriya Sarige bus service.'.

'Nearly 66 buses in two opposite directions, namely the Blueline and the Orangeline buses, will ply the inner city roads.'

I will be helping the first point on Saturday. Why don't we do our Praja meeting at Cubbon Park/MG Road after taking one of these buses?

66 is a lot of buses. Do we need a Red Line (not the Delhi one), and a Green line as well. 4 CBD routes can be possible with 15 buses on each route some shorter and some longer with overlapping stops to change. The "shopping" stretch of MG Road has to be covered; buses should go from Richmond Road towards Residency Road and Mayo Hall. Is Volvo overkill for this - all this needs is those Jet Airways style buses at the airport - lots of standing place and lots of glass.

SB - any hopes of having a discussion with Prof Ramesh and RK on this? This is an excellent concept and should not be shut down because of lack of revenues.

Srivathsa

My experiment with the Sarjapura road Big10

I noticed that they have started Big 10 services to Sarjapura road, which takes the following route :

Dommasandra -> Sarjapur signal -> Jakkasandra -> right to Wipro Koramangala -> left to BDA complex -> right to Sony World junction -> Domlur -> M G ROad Police Housing Corporation

Route details are updated in BMTC website, and it shows 15 minutes frequency.

Today i decided to to try one. I wanted to go to Sony world junction from Sarjapur signal. I got a bus without any problem.

For the return journey , at around 12:20 pm, i went at waited at the sony world junction (towards BDA complex road) hoping that the bus would come straight (as it had on the onward journey) To my dismay, a bus came at around 12:35 which took a left turn to 80ft road.

Not knowing which way the bus will turn, I went and waited on the inner ring road side of the junction, hoping to stop the bus before it reached the junction. The next bus turned up at 1:05 pm. It did not stop, because it was green signal and it went straight on the road to BDA complex road!!

OK. Now, i know the bus is not supposed to take a left turn at the junction, and went back to the original position. I kept waiting till 2 pm, and no Big 10 came. There was no bus waiting shed, and the scorching sun forced to terminate my Big 10 experiment.

I hope these are just initial hiccups, and I will continue to use these services.

A couple of points to BMTC:

The bus timings need to be updated int he web site. (I saw an average freuncy of more than 30 mintes, whereas it is shown as 15 in the BMTC site)
The buses should be named by their actual route name (BIG-10-3 in this case) so as not to get confused with other Big 10 routes (i am not a kannadiga, and even though I ahve learned to read Kannada, i cannot read it as fast as it is scrolled on the LED panel!!)
The drivers need to stick to the scheduled bus routes.

Rgds,

Gizmo Freak.

Tried office commute using Big10 - a report

8.22 am - Wife dropped me at the main road outside our complex, a Big 10 was waiting right then and there. Even better, the driver stopped for me to save me a 50 m walk till the bus stand. Good or bad, I wonder, but I did say thanks to him.

8.32 am - Our Big10 hits the Marathahalli Railway bridge.

8.44 am - 12 minutes to cross the bridge plus market area, not that bad.

8.52 am - I am out at HAL bus stand. 10 Rupees paid for the ride from Varthur Road till here.

Here is where I faced the biggest hurdle of this commute so far. Tell me how to cross the road when the signals HAL/Suranjan Das Road T junction make sure that Airport road always has traffic flowing in either direction at all points of time? There is no pedestrian island at the center (media area) as well. You got to be an athlete (sprint) as well as a monk (patience) to cross the road.

BTW, the same problem exists at Marathahalli/ORR signal as well. There is no pedestrian friendly signal stop, you got to cross one lane, then wait at median (and hope that no vehicle crushes your toes), and then cross the other lane. Two step process is fine, can live with that, but then, there must be a well made waiting area at the median.

Now, at HAL signal, I waited till 9.11 am, 19 minutes to be precise. Not a single bus came up from HAL/Airport road to take me on Suranjan Das Road towards CV Raman Nagar (office is at Bagmane Tech Park). 19 minutes is a lot of time.

9:11 am - Got into an auto. He refused to put on the meter. There was no time left to haggle (got a meeting at 9.30), so I said lets see. Along the way, he picked up another passenger, and requested me to "share" the ride. Great, why not.

9.24 am - I am at office, but have to first haggle with the auto driver over payment. He demands 45 Rs from both of us! I gave 35 (meter charge would have been about 26) and walked out all annoyed. Belag-belagge, yaake!?

62 minutes end to end, with 19 minutes wasted waiting at a bus interchange, and a thoroughly unpleasant last mile ride. What are the take-aways?

It takes me 35-40 minutes to cover the same route via private transport. Time taken via the bus auto combination is not that much more if you cut out the wait, and the ride itself (when in the bus) is comfortable enough.
Buses are nice to be in, but it is painful to be outside of them - to cross major roads, or wait at bus stands
Big 10 helps, high frequency of operation is the key
But, last mile sucks, as always. Thank God I live close to the Big 10 route. But I wish my office was closer to the Big 10 corridor.

Recommendations?

Instead of runing services (hired from BMTC?) from all over Bengaluru to Bagmane Tech park, the Tech Park itself needs to run just local shuttles to pull in people from nearby corridors - Airport Road, and Old Madras Road (and later, from Byappanhalli Metro terminal, and K R Puram train station if CRS ever happens).
Need dedicated bus lanes at choke points. Wish the Big10 route mentioned here could cross Marathahalli bridge and ORR signal at priority.
And last, and relatively less important than above: Big10 buses need more acceleration. I don't like cars overtaking my bus at will. The best thing about Volvos is not the air conditioning, but quick acceleration that helps it keep pace with or even beat the rest of traffic.

Agree with me?

BMTC and Corruption

Lot of posts and comments on bad practices around tickets, and possibility of organized corruption inside BMTC around Bus operations. Some say that pilferage levels are too high, though there is no real data to either show the level of pilferage, or compare with estimates from transportation companies.

Creating this wiki/book to hold together popular references or discussions on the subject of corruption in BMTC.

BMTC Drivers issuing used tickets

Many BMTC Drivers and conductors (Mainly ordinary, pushpak and suvarna) are issuing used tickets. It works like this: I buy a ticket for say 30 Rs. Say I do not have change and I hand over Rs. 100 to the conductor/driver then he writes at the top on the back side of one ticket the amount he has to return me back (Rs 70). While asking for the money when it's time for me to get down, he will give me Rs 70 but keep the ticket, which he will issue to new passengers on the same route. This he carefully manages delaying updating his file where he needs to put in the ticket numbers that have been issued periodically.

This is happening at a huge rate and I am certain this will eat into BMTC's profilts. Every second day either I can see this happening or even at time I have also been issued torn tickets not from the booklet but from old tickets maintained cleverly inside that, or sometimes the conductors/drivers have refused to return my tickets!!

I would request BMTC officials to issue strong instructions to Drivers and Conductors in this regard. I have been arguing with these people for quite some time, but I do not think I can fix this problem myself unless I see some action from BMTC.

Thanking you,

Akshay

BMTC, corruption and ticket-less rides

So I did it, in fact twice now. Entered xxxE, knowing fully well that fare to my destination was Rs 6. Took out two 2 rupee coins - no ticket given, no questions asked. Next, I tried this in a Volvo xxxC. Was a bit nervous doing it, and must tell you that I succeeded only in my third attempt at this. Entered the bus, and when conductor passed by asking for tickets, I ignored him. When getting down at my destination, told him that hey, I forgot to buy the ticket. Promptly, I was asked for an amount which was lower than the fare amount (Rs 35). Somehow, felt uncomfortable cheating the bleeding Volvos, I said no, I want a ticket, and paid the full amount.

Hope you get the point. You can do it, easily in the regular buses, and not so easily in the Volvos. Now, to the analytical part - can we really estimate the volume of "corruption" here? How much money could BMTC be losing per day to such ticket-less rides? If we can estimate the "loss" or the "leak" - say Rs xx crores per month - then we will have numbers to build or justify a business case for BMTC to invest in systems or solutions to plug this leak.

Perhaps like this:

Total ticket revenue BMTC reports (from last annual report)
Assume average ticket amount, and average bus loads
Compare this with "observation" - like, from my observations inside 333E, 328c, 323 etc, I see 4-7 out of 60-70 going ticket-less
Compare the two - average load/amount based "gap", and observation estimate based "gap"
Then, some final numbers, and may be guess the per person 'corruption' amounts.

This is sort of like my past attempt at estimating the volume of corruption in Traffic Police's fine system. Wrote that post with hopes of getting loads of inputs and criticism, but it was not to be :). No worries.

Lets start

Thanks to the good work of Manjari/Rithesh/Syed/Shekhar and few more members, BMTC's stats are all available right here on Praja. See http://praja.in/gyan/info... and http://praja.in/discuss/f...

Enough datapoints there to make our guesses. Lets start then.

Key daily stats on BMTC

Makes 73240 trips
Performs 11.78 Lakhs Service Kilometres
Carries more than 38.00 Lakhs Passengers
Earns around Rs.258.54 lakhs
Everyday, about 1.82 lakhs daily passes are issued

Let us question that passenger volume stat - 38 lakh everyday - is that an estimate on number of actual people carried, or number of tickets sold? I will assume number of tickets sold (aka passenger trips).

So tickets sold per trip would be 38 lakh / 73420 = 52.

11.78 lakh service kilometers divided by 73240 = 16 km, average length of a trip.

So 52 tickets sold per 16 km long trip.

Assumption time now.

assume avg BMTC bus capacity to be 50 (seat + stand).
assume that if averaged over a day/week, BMTC buses are 60% full. Reasonable I would say, 120% full during rush hour, and 40% rest of the day :)
Assume average commuter trip length of 8 km. Avg ticket cost is 258.58 lakh / 38 lakh = Rs 6.8. That amount will not take you much farther than 8 km.

With above assumptions, you would sell 60 tickets during a 16 km long trip. [60% of 50 x 16/8 = 30 x 2 = 60]

60 vs 52 = thats a leak of 15% on actuals (8/52 * 100).

How does this fit with our 'observations'. I have spied around on a few bus journies. 4 out of 60 once. 7 out of 70 another time. Not that off from the assumption driven calculations. Plus its hard to spy on the condcutor in a crowded bus.

Oh yeah, lot of assupmtions there. But how else can you guess all this?

Now, lets guess the personal gains.

Assume all of 258.58 lakh is daily traffic revenue. 15% of 258 ~ 38 lakhs a day.

That is Rs 11 crores a month.

Refer back to BMTC's statistics on workforce. Dedicated workforce of 20473

Drivers (7489)
conductors (5775)
Driver / Conductors (3610)
Maintenance staff (2107)
administrative staff and others (1492)

Lets assume all this money is going to #1 #2 and #3 above. 7489 + 5775 + 3610 = 16874 people.

Rs 11 crore divided by 16874 = Rs 6500 per person per month.

Rs 6500 per month per person, possible personal share from the spoils from our ticket-less rides on BMTC.

How do you like that number?

PS1: Important Disclaimer - I am not claiming any accuracy on all this stats, I am not speculating any rackets either. I have no first hand information on the full and real scale of this possible corruption inside BMTC. I am just crunching numbers from BMTC, some observations on-ground, and a few assumptions to suggest a possibility.

PS2: A Request - Let us discuss the solutions (smart card, daily traveler credit , rfid tickets etc etc) in a separate thread.

Conductors of BMTC reusing already sold or old tickets.

I happen to take the BMTC bus everyday to my office, however recently i encountered a situation where the conductor handed out a used ticket to me instead of tearing a new ticket from the foil. By the look of the ticket even a lame man could say that its an old ticket with traces of sand and dirt and torn edges. When i questioned him about the issue of old ticket he refused to accept his mistake and said it to be a freshly torn ticket. I was so helpless and did not get support from any of the so-passengers and had to return with the same ticket. This has not happened only to me and when discussed with some of my friends, they also complained of having faced the same issue earlier.

These conductors are not only causing a loss to the BMTC but also to the passengers, the situation is worse when some illiterates or school children alight the buses, many a times the conductors take the money and not issue the ticket for short distances thus pocketing the extra money into their personal account which actually belongs to the BMTC.

This could rather be called a daylight theft.

Some authority needs to look into this and get this right immediately...

This could rather be called a daylight theft.

Some authority needs to look into this and get this right immediately...

Corruption in the BMTC - Tickets

Tickets not issued in BMTC buses - The conductor asks commuters to opt for ticketless travel, by paying an amount lesser than the ticket value. Surprisingly, this is a regular practice.

Here are the details. I boarded a BMTC bus(KA-01 F2822, reached sony world at 11:30 pm) at canara bank bus stop at Kormangala. The conductor, a lady (very busy on her mobile) asked me for the ticket. I asked her to issue a ticket to Hero Honda stop and handed her Rs 7, the exact change for the ticket. She returns Rs 1 change stating that I need not take the ticket. When I insist on a ticket, she demands Rs 2 more rather rudely (while still talking on her mobile) and then issues a Rs 8 ticket.

She says the ticket prices have increased and the ticket which was priced at Rs 7 would now cost Rs 8. With the BMTC staff siphoning off the BMTC revenue through their newly introduced ticket less travel option,the travel cost for citizens is bound to increase causing lot of inconvenience to the common man.

Request everyone's support in putting an end to this form of corruption.

Reporting BMTC ticket corruption

Further from those posts on ticket-less corruption in BMTC, we now have a way of reporting these incidents. Yes, it is an Internet based system, so the complaints about this not being available to majority of BMTC commuters etc etc apply. Still, something is better than nothing.

The system, called "Correct ticket, collect ticket" is available at http://btis.in/bus/ticket

If we could have an easy way of reporting this from mobile phones - may be just SMS bus route number, bus registration number, and conductor number to report a ticket issue problem, that could see better usage.

Further, I am not sure how the information logged here will be acted upon. For all you know, this could be used to target some conductors - that possibility exists, isn't it? Perhaps the complaint logged here would first lead to a single day audit of ticket sales on the given bus, and if a same conductor gets reported a few times, perhaps a focused audit of the routes he has been on.

Also, wouldn't it be nice to report the "bribe givers" as well? Some fear needs to be put inside them as well, targeting just the "bribe takers" might be a tad unfair.

BMTC and monopoly - opening up Local Bus Transport in Bangalore

BMTC has monopoly in operating road based public transport services in Bangalore. No-one is allowed to operate buses to carry general public in Bangalore. Special and closed situations like Private companies shuttling their employees, and schools hauling in their students are the only exceptions to this monopoly.

There are long ongoing debates on whether breaking BMTC's monopoly is a good, or a viable option for improving quality of road based PT in Bangalore. Reform proposals being floated include range from ideas to let in private players via BMTC starting out with private players to run local shuttles or feeder services, to introduction of competition for BMTC on all routes, to suggestions that BMTC withdraw from operating buses itself and lease out route bundles, clusters or zones to private operators.

Many are not convince that local public transport is a profitable enough business to leave to private players. Many see welfare elements in city based public transport service, and argue that broad coverage, quality services for all, and good driver behavior on road may not be possible in the privatized world.

Purpose of this gyan page is to hold together popular and knowledgable discussions on the subject, and document any concrete proposals or developments on the subject in Bangalore or Karnataka.

[Note: This is a gyan (aka wiki) post. Instead of leaving comments, prefer editing it to help build gyaan :). If you must comment, do so on the blogs that are outlined under this gyan page.]

BMTC and possible open-market proposals or experiments

We are coming off from this debate. Idea is to leave the debate, and talk specific proposals. There have been some high level talk on the subject from Murali, asj, myself and more, which are around how to open up city transportation market, market size, and good and bad parallels for this from around the world (London, Mumbai, Delhi etc).

Murali, Naveen - I think there is a way for us to join our energies. See, the points for common grounds are:

Need for a statewide regulator, from safety, amenites and pricing perspective. Refer these maxi cabs in Bangalore and Naveen's alleged dangerous drivers in Mangalore. Both require regulators. On amenities front, refer the contrasting bus stands (public and private) at Channapatna.
BMTC's statement that local shuttles are unviable business. Not sure if their statement is on record, but we have heard this on some forums. Refer Murali's own business plan for Koramangala shuttles, and Narayan's old proposal about TTMC driven local shuttle serrvices.
Poor performance of BMTC's "high-end" service - Vayu Vajra. Lets be fair here - BMTC tried something pro-actively and with good intentions - it assumed something anyone else would - that air travellers will need nice a/c buses. And this was a destination oriented service. But it hasn't worked. Whether its pedestrians or top company executives, people are either dying or getting hurt on NH-7 every other week, and Airport vajras haven't seen good uptake for same reasons we discuss so often - bus stands, information about services, time it takes relative to a taxi, last mile connect, bus interchange problems etc.

Now, our goal is common - make about 15-20% of car commuter shift to buses. Or, have BMTC/PT carry 55-60% of city's commuters. Right?

Now again, why would BMTC (or Minister Ashok) be apprehensive about opening up local transportation sector in Karnataka? Two possible things, right?

Worry about BMTC employees losing jobs
Possible mistaken notion that citizens at large may not like the change, basically, a belief that there are more Naveens and Vinay Baindurs than Murali or idontspam or Pranav or whoever.

With things laid down like above, wonder if we can lay down some clear and tangible proposals, like, say:

Opening up local shuttle services?
BMTC withdrawing from some routes to focus on trunk routes - TTMC to TTMC comnectivity?
BMTC dividing city into zones, and auctioning routes for each zones with terns and regulations that include pricing guidelines as well?
BMTC keeping destination oriented routes, and auctioning off direction based routes (Big10, upcoming circle routes) to private players.? Or Vice-versa.

And along with either of above, a constant would be for either KSRTC or DULT or BMTC itself (since it is the local transportation guru) to play the statewide regulator for urban local transportation.

Once we write some clear and little more doable proposals (compared to drastic ones that can't drive conversations like - sell BMTC off, or dismantle BMTC), I think we can try approach Ministers and Transport Secretary or whoever to lobby for them.

Better Bussing For A Green Bangalore

There's no denying that the tree cover in Bangalore is being lost largely due to road widening. Road widening is necessitated due to unchecked growth and usage of private vehicles. To address this problem, you have to have excellent public transport services. METRO may be a solution. But, it is extremely expensive, and at best a solution in the long-term. BMTC cannot cope up with the needs, however much they may appear to have become efficient, which they are not and cannot be, as long as they continue to enjoy a monopoly status. The simple answer is to facilitate the entry of TVS kind of companies (my first exposure to TVS was as a bus service provider in the city of Madurai) into the fray. The present rules do not provide for that. It facilitates only the 'Sharma' kind of operations, which in turn only helps provide fodder for the die-hard opponents of the private sector.

A ‘policy paper’ detailing the lines along which this could be done is appended below. Though everyone who has bothered to read it, readily agrees with the overall concept, very few are prepared to back it openly, because it is seen as politically incorrect. And, if our trees are to be protected, there is only this way to go. Apart from that are the immense benefits that will accrue in very many ways to the city because of this one reform in this key infrastructure sector.

Muralidhar Rao

STATE PUBLIC BUS TRANSPORT POLICY PAPER

1. Government to use every means to encourage use of public bus transport services, particularly in cities.

2. Movement of public bus transport vehicles to be given top priority. Traffic authorities to ensure this.

3. Government to discourage use of all personalized forms of transport, particularly cars

· provide room for more (public transport) buses,

· reduce fuel consumption, and consequently pollution,

· de-clutter the roads,

· get people into the healthy habit of walking, atleast upto the bus-stands.

· increasing road tax; introducing congestion tax

· introducing ‘pedestrians only’ zones in city centers. (Contractors may be facilitated to operate slow-moving, mini-buses for people to shuttle between the parking lot and the shopping areas).

· restricting plying of private vehicles on the main city arteries during peak hours, as may be required.

4. Public bus transport sector to be opened out totally, for open competition between various players, on a level playing field, subject to concessions noted below.

5. Classifications such as stage carriages, contract carriages, maxi cabs, etc to be withdrawn, and annual license fees charged on the basis of the vehicle floor area.

6. Service providers to be totally free to adopt their own fare tables. There are to be no restrictions on fares, whatsoever.

7. Service providers to be free to choose the routes they wish to operate on, as also the schedules. RTO to be empowered to impose restrictions only in the case of overcrowding of routes/roads.

8. All bus stands to be taken over and run (or better still - leased out to professional contractors) by local bodies, like BMP, City Corporations, Municipalities, etc, making the facilities available to all service providers against user charges.

9. Public bus transport vehicles to be maintained in exacting road-worthy condition. No public bus transport vehicle to be more than 10 years old.

10. Policing of public bus transport vehicles to be made very strict, with heavy penalties being levied in cases of offences like over-speeding, rash & negligent driving, drunken driving, over-loading, etc.

11. Auto-rickshaws to be gradually phased out, particularly from trunk and arterial routes (meant for movement of high speed vehicles), and replaced by four-wheeler taxies.

12. An efficient bus transport system (with government and private players operating in open competition) to form the backbone of the public transport system. In large cities, these to be supplemented by METRO rail as the situation warrants.

Notes:

1. KSRTC (and its subsidiaries) and BMTC may be incorporated into companies, with employees holding substantial stake.

2. KSRTC (and its subsidiaries) and BMTC may be allowed 100% concession on annual license fee for their vehicles for a period of 3 years (from the date of the policy coming into effect), and 50% concession for the next two years, and 25% concession thereafter.

3. Buses run by co-operative societies may be allowed 25% concession on annual license fees.

Likely scenario resulting at the end of 3 to 6 months of implementation of policy:

1. Corporates like TVS, Ashok Leyland, etc, alongside the present contract-carriage operators like Blueline, VRL, Sharma Transports, KPN, etc, apart from co-operatives like those formed by ex-servicemen, likely to come on the scene with hundreds of buses, catering to all kinds and classes of demand.

2. The resulting competition will automatically drive the different service providers to come up with innovative schemes of attracting more and more people to switch over to the use of the buses rather than relying on their individual vehicles.

3. At the lower end, you will have the ‘Janata’ services, stopping at all bus stops enroute, and charging the barest minimum (which in all possibility will be much lower than BMTC’s present charges).

4. At the upper end, you will have the A/C deluxe services (possibly with broad, reclining seats, newspapers & magazines for reading, etc) catering to corporate executives, and operating from say Whitefield to Residency road, with just some 5 stops in-between. These buses may also cater to students of say Bishop Cottons School, possibly with a 25% concession being offered to them.

5. In between, you will have a wide spectrum of services, with each service provider making known his USP through the local media.

6. Even within a Jayanagar or a Indiranagar, you will have mini-buses operating in given circuits, catering to the local shopping and other needs of the residents.

7. The usage of two-wheelers and cars will reduce drastically, atleast for commuting, leading to

Ø de-cluttering of city roads, thereby providing room for speedy movement of buses,

Ø reduction of air pollution with lower per capita consumption of fuel,

Ø spread of population from city centres to out-lying areas due to ready availability of cheap and efficient means of transport,

Ø promotion of the healthy practice of walking atleast to & from the bus stops,

Ø an appreciable drop in the monthly family transport budget.

8. In the rural areas also, the demand for good public transport will lead to entrepreneurs / co-operatives coming forward to meet it, and healthy competition will ensure efficient and cheap services.

Reference:

In this connection, a reference is made to the report on ‘Bus Transport Systems’ displayed on the website of the Union Ministry of Petroleum & Natural Gas (www.petroleum.nic.in/ch_1...), salient excerpts from which are listed below, for a ready reference:

1. Promoting public bus transport should be viewed as a priority in any strategy to improve urban road traffic and in controlling air pollution from automobiles. The country can ill afford the luxury of unchecked growth of private vehicle population. The costs to the country’s economy in terms of higher fuel consumption and to the society in terms of health are significant enough to warrant urgent action.

2. Clearly, there is a strong case for promoting private enterprise in meeting transport needs in urban areas.

3. An aspect of public policy that impacts on provision and expansion of public transport either by state owned utilities or by private entrepreneurs, relates to the unviable fare structures imposed by the authority.

4. With improved efficiency, the fare structure can continue to remain low while still providing for overall viability of the operations.

As will be noticed, the ‘policy’ enunciated above takes into account all these factors.

For more, read http://traffic-transport-...

Muralidhar Rao

Delhi's bus privatization experiment

Excerpts from a 2007 paper about details of Delhi's city bus privatization process is reproduced below :

The green signal for the privatization of the public buses in Delhi was given in 1992. That year, Delhi became the first city in India to introduce private buses on such a large scale. It was also decided that the private buses would be directly under the administrative control of state transport department of the Delhi administration. By simply being allowed to avail either a stage carriage or a contract carriage permit, any individual operator was eligible to ply a private bus in the city. Individual operators, under various schemes like graduate scheme, SC/ST scheme, ex-servicemen scheme, suvidha scheme and so on, were encouraged to apply for these permits.³ Thus began the era of the Redline bus in Delhi which, with hindsight, one can label as the earliest prototype of today’s Blueline. Soon enough, the Redlines proved themselves to be not only a menace to traffic, with fast and reckless driving, but also gave Delhi a steady death toll of pedestrians and cyclists. Not unsurprisingly, the ensuring public outrage forced the government to call off the Redline scheme. But what should have led to a decisive change of perspective and policy in the management of public transport became instead a simple change of colour. The Bluelines thus were presented as the solution, without exorcising in either spirit or substance the disturbing ghost of the Redlines.

In 1996, the Delhi government attempted a further refinement of the privatization model, which they termed as ‘under DTC kilometre scheme’. The plan was to now forge a public-private partnership; the essential aim being to enforce a level of discipline amongst the disorderly ranks of the many Blueline entrepreneurs, who were now operating across a number of bus routes in the capital. The ‘under DTC kilometre scheme’, was intended to subject the Blueline buses to the operational discipline of the Delhi Transport Corporation (DTC). Thus, as part of this new public-private partnership, the Bluelines were expected to follow the DTC timetable and have a DTC conductor (ticket collector) on board, with only the drivers in the employ of the bus owners. Further, the bus owners holding the requisite permit would get a fixed amount depending on the distance covered by the bus in a day. With these changes, the Delhi administration presumed that the scheme would be self-sustaining and require no subsidy. However, the kilometre scheme rapidly broke down, the partnership discontinued by early 2002, and the privately operated Blueline buses were released as an unchecked fearsome force onto the roads of Delhi.

In 2002, the Delhi administration once again sought to tinker with the transport plan with measures intended to be even more radical than those previously taken by the government. The plan, titled ‘Strategy for Deregulated Sectoral Operation of Delhi’s Stage Carriage Public Transport System’, argued that there was a need to further enlarge the scope of the ‘private sector’ in the existing public transport system by introducing ‘a scheme for augmenting the bus fleet …through corporate houses and big operators.’ Clearly, the Delhi administration, as early as 2002, had already begun to introduce corporate profit to regulate public transport in Delhi. This despite the fact that it was only too evident that both the Redlines and the Bluelines had turned dangerous for the commuters in Delhi precisely because of the attempts to privatize and run them on the principle of unchecked profit.

The plan of 2002 was widely criticized, especially by the innumerable small time bus entrepreneurs, who clearly were going to be the first victims of the entry of large capital. While big fish eating small fish is the general trend in processes for capitalist accumulation, the Delhi administration, as an added bonus to corporate profit in the public transport sector, even decided to sink the fishing boat itself so that there would be no check on the fattened big fish.

The brief account of the introduction of private buses in Delhi shows that the present crises of Blueline buses is being essentially sought to be cured by a more relentless commercialization/privatization of transport. The new twist this time round, however, could be that any added gain in safety from the ‘high capacity’ premium buses would be balanced by the fresh problems of access. That is, a large number of the poorer sections of the working population of Delhi will now have to pay higher fares for their safety and travel or be forced to risk travel on perhaps cheaper but even more rickety and dangerous private buses, whose owners will be even more voracious in their appetite for money as they will be constantly squeezed by the big transport players.

One can already envision how the problem of transport access is likely to take shape. The ‘high capacity’ buses are expected to charge high fares because the government would not provide any subsidy, a policy already outlined in the National Urban Transport Policy of 2006. The policy document unambiguously states that ‘the basic principle in financing public transport systems would be that the government should provide the infrastructure but the users (direct and indirect within the city) must pay for the operating costs and the rolling stock.’

Clearly, public transport in Delhi is moving rapidly towards its tryst with full-fledged corporate led privatization. For those making the decisions, it doesn’t seem to matter that the experience with profitable transport has been a chilling race with death. Since 1991, the mass public transport logic on the ground has basically been created to push small bus entrepreneurs to embrace desperate and fatal practices: they have to race for money to fill their buses to the brim with hapless commuters and cut corners with safety regulations. A vast chain of corrupt practices have developed in which traffic police and transport officials have been paid to look the other way instead of checking violations. Finally, roads are now increasingly crowded by the middle class that is apathetic to bus commuters because it drives cars acquired through loans.

In the original scheme of things, in Road Transport Corporation Act 1950, the rationale for mass public transport in the country was to facilitate social and economic development by offering cheaper travel, linking the hinterland with urban centres, providing subsidized service to the poor and students, better passenger amenities and well-organized maintenance. The commercialization of Delhi’s bus service has not only defeated the above but clearly makes the whole question of privatization suspect in terms of realizing goals such as safety, efficiency and affordability.

Thus, the recent attempts to solely blame ‘errant drivers’ is inadequate, if not fallacious. These ‘errant drivers’ have been made possible by the logic of public transport privatization; they are the result not the cause for turning buses into killers. And unless the monster of unchecked profit, whether by small players or corporates, remains the mainstay of the transport planning, Delhi’s roads will be unsafe and the body count will rise. The meaningful debate should be on developing the means to revive and reconfigure a sustainable notion of mass transport as a public good that is regulated by carefully designed norms for efficiency, safety and affordability.

BPS Concept Paper

This project wiki details the concept of Bus Priority System (BPS) with G1 route as concrete example. Contents of this wiki will be used to publish a concept paper on BPS. the concept paper will be mailed to key stakeholders for the BPS proposals, like BMTC, BBMP, and Bangalore Traffic Police.

Priority for Bus - why?

Goal of Bus Priority System (BPS) is to provide priority to Buses over private transportation. BPS would provide priority to buses by speeding them up at top choke points on identified trunk routes or corridors. Choke points could be signals, or narrow or crowded sections of the target roads.

BPS and BRTS - an FAQ

Common answers to questions regarding BPS with respect to BRTS. Move to a child page here.

Choke Point based approach for G1

Method to Identify choke points: top-5 signals and top-2 crowded sections (spanning multiple short distance signals).

Scenario 1: Best case - G1 stays as it is

This scenario would throw up

Candidates for top-5 signals: Windtunnel Road, Suranjan Das road, Kundahalli Road, Marathahalli/ORR signal, start of Victoria Road, Agram/Victoria Road
Candidates for top-2 sections: LifeStyle - Richmond Road, Marathahalli Market Area, Domlur flyover to windtunnel road

Scenario 2: Worst case - with new underpasses under Signal Free DPR

Road underpasses are planned at Suranjan Das road signal, Windtunnel and Manipal Signals, and Kundalahalli Gate signal. If these do come up, the top-5 and top-2 would change.

top-5 signals - candidates: Marathahalli/ORR Signal, Agram/Victoria Road, Start of Victoria Road, Domlur Cross,
top-2 sections - candidates: LifeStyle - Richmond Road, Marathahalli Market Area

Design Principles - Signals

Definitions

T-Signal - May have more than three directions merging, but major traffic flows are in three directions, in a T pattern.
4-way signal - Major traffic flows are in four directions (+ pattern), though these signals may have more than four flows overall.

T signals - corridor straight

Windtunnel, Start of Victoria Road, Suranjan Das Road

T Signals - corridor bends

Kundalahalli Gate

4-way signals - corridor straight

Lower Agram/Victoria Road - towards lifestyle

4-way signals - coridor bends

Lower Agram/Victoria Road - towards Domlur

Design Principles - Crowded Sections

Wide One way - contral flow bus lane

A 3+ lane wide one way road that could provide opportunity for a dedicated bus lane in the opposite direction.

Crowded sections

Solution for crowded mixed traffic sections. Ex: Brookfields Main Road, after Kundalahalli signal, towards ITPL/Hoody.

Other Design Principles

Waiting and Onboarding Amenities

Bus Stop improvements for quick onboarding and offboarding

Routing considerations

Only special services (say G1, and 335E), possibly with a small BPS premium, allowed to make use of BPS. How many schedules can be taken up depends on practical calculation of bus throughput of BPS amenities.

Further, BPS could be operational only during morning and evening commute hours.

BPS vs BRTS - an FAQ

Common answers to questions regarding BPS concept with respect to BRTS.

What is the key difference?

Key tenets remain the same. BRTS also provides priority to the buses, but textbook implementations suggest long dedicated bus lanes, with hard separations. BPS avoides requiring long dedicated lanes, and tries to work via a combination of soft and hard measures for separation.

Isn't BRTS better?

Absolutely yes. BRTS would give much better throughputs. But many radial corridors inside the city lack consistent width, and have sizable narrow sections. Following the 2+1 lane approach of BRTS would require significant acquisition of land along those roads.

Does the city have to pick between BPS and BRTS?

No! BPS is only a journey towards BRTS. Where ever the road conditions are practically suitable for BRTS, the city is free to pick the best solution. Whereever BRTS is practically not possible, the start could be made via BPS.

First and Last Mile connects for BMTC

This is a book page to hold together discussions on these subjects related to BMTC

First and Last mile connectivity to BMTC routes
Usage of minibuses by BMTC
Planning and routing of feeder or local shuttle services by BMTC

Feeder Routes as 'Branded' Service

One of the most publisied initivates of the BMTC last year was the intoroduction of the Big10 routes. On some routes, it was just a renaming of the route number, but it was always useful since it was 'Branded Service'. People anywhere can easily identify a Big-10 bus easily and a lot of people realise the routes that these buses ply on.

Another branding attempt from BMTC has been the 'Big Circle', for buses that ply mainly on the Ring Road. I happened to see a K-series bus on Jayanagar 30th Cross and this has been on Praja before. Vajra, Vayu Vajra and Atal Saarige have also been some other 'branding' attempts by BMTC.

For the two bus days (Feb and March), BMTC had made arrangements to run feeder services in select areas. Some of these are permanent in nature and not restricted to only a day in a month. There have been other feeder services (FDR1 to FDR-6 for the Uttarahalli/Chikkalsandra/BSK areas being one of the earliest). Why cant these buses be branded in a common way?

At first, branding may only mean a distinctive/common painting style for them. Later, there are tonnes of possibilities. A separate section in the BMTC website,a special bus timetable/diary, Ticketing Concessions (wait till e-ticketing/smart card is introduced??), Separate fare setting mechanism etc.

Why Branding for feeder services?

Branding helps people identify the bus from a distance. It generates some level of interest and curiosity amongst people when they see the buses in the vicinity of their home or office. Isnt the best means of publicity?
It demonstrates some level of 'longer term commitment' to the concept of feeders and trunk routes. BMTC wont be painting buses in a standard way, unless they are interested in running such feeder services.
This helps people (ordinary users) understand the difference between the normal 'hub' method of connecting to KBS/KRM/Shivajinagar and the concept of feeder buses. Otherwise, people tend to see them as 'yet-another-route'.
If the 'Branded feeders' become popular/useful (which I believe can happen very soon in the core-Bangalore areas), it will be easy for us to switch-over from the hub system to the feeder-trunk-feeder system. Ofcouse, for that to happen, a lot of work has to be done on creating 'interchanges' close to existing junctions!

What do you think of branded feeders? If we can convince BMTC, this should take a long time to come into realisation!!

BMTC's encouraging mini bus talk - good going Mr Parwez

Amidst all the press that BMTC is getting recently, one thing that caught attention was talk of mini buses, shuttles and feeder routes. As we all know, feeder plans, and solid execution of first/last mile connects can help increase usage of BMTC as well as (future) metro.

Here are the bytes I have picked up (read in print, so don't have links handy, will search and add later)

In a report that quoted Sudhir Krishna of MoUD (he is pretty familiar with Bangalore, an ex BMRDA cheif), it is mentioned that BMTC is procuring 32 seater mini buses
In a report on the new Big-trunk (new name for Big10), number mentioned was I think 40 minibuses, and number of ruotes 110.

Based on my brief interactions with Mr Parwez, he is a backer of the mini bus concept. This contrasts with what we have heard from prior BMTC MDs who spoke of operational as well as procurement hurdles regarding running shuttles

They wanted to operate shuttles with just 1 staff (driver). 2 staff on minibus was supposedly not making the business case (could be true, I am not criticizing this thought)
For single staff operation, they would want a minibus equipment where the entry door is in the very front, so that the driver can deal with commuter as they come in.
But then, with a single, most likely single narrow door upfront, mini bus would have to spend a lot of time to pick up and drop passengers.

All of above make sense in some way. So I am very very curious to see how the mini bus plans are moving now. We are perhaps looking at 2 staff on every bus (driver, conductor) and wide door, in the center, to keep things simple.

How the routes would be planned is a separate subject. Keenly looking forward to BMTC publishing the list of its 110 mini bus routes. From what we have seen in news reports, the routes should be around the Big-trunks. But what is not clear is if there is any concept of "change hubs". These could be the points where mini buses would connect with Trunk routes, and should need enhanced bus stops with more space, and printed information at least on feeder routes and timings.

Look forward to seeing more information on BMTC's renewed love for feeders / minibuses.

Feeder Bus Service - Malleswaram Example

This Feeder Bus service is a very good idea. I hope it is successful. But how about suggesting to BMTC to create a local Feeder bus service in several areas. For example. In Mall-eswaram, there will soon be two huge Malls at both ends - Mantri and Brigade. They could provide a service which goes as follows.

Mantri Mall - along Sampige Road - 17th Cross -8th Main - Yeswantpur TTMC/Station - Metro - Brigade Mall - 17th Cross - along 11th Main - Mantri Mall station.

Alternately, one could have something going on Sampige directly to Yeswantpur. They could use smaller sized buses as the roads are not that big.

This would greatly benefit a lot of people. For one, Malleswaram locals can use it to get around - from West Malleswaram to Sampige Road, for example, instead of their cars. People in the Malls can use it to get to the other stations/Malls/TTMC.

There is minimal addition of infrastructure required.

---

Of course I speak of Malleswaram because I am familiar with it. I'm sure something like this could be instituted everywhere.

Ramesh

Minibuses for better area coverage

The following request has been forwarded to BMTC to consider operation of minibuses :

Quote

Dear Sir,

Re: Mini-buses on much larger scale as part of BMTC's fleet
a) For helping address last mile options, which has remained a major problem for bus users;
b) For areas /routes where passenger traffic is not high enough to justify standard size buses;
c) For areas with narrow roads that standard buses cannot reach as efficiently;
d) For feeder services for Metro, particularly late night /off-peak when volumes are lesser.
---------------------------

BMTC has made substantial additions to the bus fleet to cope with the increasing transport demands, which is laudable. However, most of these additions have been standard-sized buses.

BMTC's trials with shuttle services are probably not very successful because only large capacity standard sized buses are used & the few larger Swaraj Mazda minibuses used also have limited access in reaching interior /residential /congested areas. Thus, their routing is not very much different from the regular standard sized buses. In any case, volumes are expected to be much lower in most areas that generally qualify for shuttle services.

With auto-rickshaw fares spiraling out of control, there is a pressing need for public transport to penetrate further into the interiors of residential /congested areas much more frequently. Thus, it is suggested that BMTC acquires & operates smaller minibuses on a much larger scale. Routes, times & schedules may be determined with experience in operation of such smaller minibuses.

Though costs of operation per person per km may be on the high side since volumes will be low, Mini-buses (typically with capacity between 12 & 18) would offer a far more efficient solution to provide frequent services where larger /standard size buses might not be financially viable or would find it difficult to operate. Due to the diverse & extensive network of routes possible, viability may never be a problem.

For example, Hongkong has over 4000 minibuses operated privately. Though these are unscheduled services with no fixed tariffs, it is still one of the most popular modes of transport in that city.

Since operational distances would be shorter, a fixed tariff (say, Rs.8/-) could be charged. This will help operate Minibuses without conductors. Electronic fare collection with fixed machines upon entry by passengers can be planned for efficient operation & to plug revenue leakages.

I request you to please consider this suggestion since there is a genuine, long felt need for it, that has remained unaddressed.

Thanking You for your kind attention,
Sincerely Your's,

UnQuote

No bus connecvitity from Kaggadasapura, Vignana Nagar to HAL airport Road!!

I have posted this requirement in many online discussions, mailed to many concerned.

There is no connectivity from Kaggadasapura to HAL airport road. This is surprising as a person living here or nearby localities such as Malleshpalya, vignan nagar has to depend on three wheelers to reach airport road. There are many office goers who work in either whitefield, marthahalli, who find it difficult to reach as there is no direct connectivity. It is surprising that BMTC announce bus day, which is appreciated but should also think about making facilities in such a way that people support bus days. If a person need to struggle to get a bus, whats the use of BUS DAY?

These areas are still not connected directly with Koramangala or Electronic City. If these areas are connected well with direct buses or link buses to major roads, people would avoid taking their vehicles and thus BMTC can increase their revenue

Shuttle suggestions based on our experiences

After reading everyone's Bus Day experiences in these posts, I felt we can have two approaches:

Consolidated Shuttle Routes

1. Take an efficient company's shuttle route of EC(Probably Infosys), ITPL (BMTC ITPL Shuttle bus) and ORR companies shuttles which usually picks up from all the possible areas. Consolidate them to have few common routes to run buses at 15 minute frequency during peak hours and 30 minute frequency during non-peak hours.

For example Eastern and North Eastern connectivity to EC and ORR companies can be merged just like the 505 Volvo.Southern ITPL, ORR and EC buses can be merged like 500K, where in which one can changeover to EC Big10 in Silkboard or 356 series buses or buses from North Eastern corridor like 505. We can have link from Multiplex and Silkboard to Koramangala companies via IRR.

Ordinary JNNURM low floor buses (but should be uncrowded by making passes not allowed and a premium fare) to connect with trunk routes operating using Volvos and Marcopolos.

Circular Loops approach

2. Second approach is to have various loops, Big Circle Full Circle with a frequency, local loops to Big Circle with a common ticketing seperate for Volvo and ordinary.

ITPL Loop can run betwee Multiplex to ITPL. Big 10 and 356 can provide EC Connectivity. A Shuttle from Multiplex to BTP, a shuttle connecting Silkboard to Inner Koramangala Comapanies, a shuttle at Nayandahalli to Global Village.

We can also have the inner ring which I recently posted. Loops can be merged with that too.

I will put a consolidated map when I get time shortly. All we need to have is a frequency of the loops and shuttles to be consistent and probably with the ability to Track them.

Companies such as BTP should also provide shuttles from the major nearest bus stations.

Feeder Bus Routes for Areas East of Suranjandas Rd

[Note: If you have well thought out (as in precise routes and maps) local area/loop shuttle suggestions for your area, please share them as separate posts. In case of difficulty in attaching images, just mail them to "tech" at praja.in, we will attach images on your behalf. So here are Naveen's routes for his area.]

General

The areas east of Suiranjandas road have relatively narrow roads & except for CV Raman Nagar, most of the areas are poorly served with infrequent buses resulting in long waits for commuters. With the introduction of Big-10 buses, there is a chance to revamp & improve services & connect these dense areas better with minimum no. of buses & routes. Only one additional change at either Old Airport road bus stop (near HAL Police Station) or Old Madras road (Byappanahalli) will be necessary, from where commuters can transfer to Big-10s or other buses or on to the Metro at Byappanahalli, when it becomes operational.

Map-A shows the existing bus routes denoted by green lines along the various roads. (click to get the bigger image)

There are too many bus terminuses within this area since dedicated (destination-oriented), but infrequent services were being provided to the various isolated locations wherever possible. Lines marked in Magenta are narrower sections of roads with no bus services. Of the three sections of these roads with no services, it is possible to run buses on one of them (stretch between Vignan Nagar bus station & Kaggadasapura bus station). Buses to & from CV Raman Nagar use the wider DRDO township road/s & hence, operation of even a Volvo service (201R) has been possible.

Suggested Feeder Routes

It is suggested that instead of operating several routes (eg. variants of route no.314, 330, 333, BTP buses, etc.) from city center/s to these various scattered & isolated destinations, the no. of routes & bus terminuses be minimized & through services provided as best possible. Since some of the roads are narrow for large buses, it may be better to use the smaller Swaraj Mazdas or Tata Starbuses (depending on availability within BMTC’s fleet). Private buses are already running on these roads (operated by TCS, various School buses, other private company vehicles, etc.).

Map-1 shows a possible track for Route-1 via the existing Basavanagar Bus station, Vignannagar bus station, Malleshpalya bus station, Jagadish Nagar bus station, BEML gate & LRDE /Bagmane Tech park (BTP). This route will serve all the inner areas mentioned to reach either end efficiently as also enable people arriving from Marathalli /Whitefield side & from Byappanahalli-OMR to reach BTP /LRDE & CV Raman Nagar areas with only one change.

Map-2 shows a possible track for Route-2 via Basavanagar, Vignannagar, Kaggadasapura, CV Raman Nagar, DRDO & BTP /LRDE. This route will serve the inner areas mentioned to reach either end efficiently & also connect people from Old Airport road & Byappanahalli-OMR to these areas.

Map-3 shows a possible track for Route-3 via HAL factory, HAL hospital, BEML gate, Malleshpalya, Vignannagar, Kaggadasapura, CV Raman Nagar, DRDO & BTP /LRDE. This route will serve the inner areas mentioned as also areas along Suranjandas road & connect BTP /LRDE & CV Raman Nagar. Though this route is somewhat roundabout, the benefits are connectivity for people directly from Old Airport road & OMR /Byappanahalli to most of the internal areas in one single circuit as also provide a service for commuters from Suranjandas road to these areas.

The existing destination-oriented route to LBS Nagar from Old Airport road is an exception here & will have to continue with the existing frequencies as there are no proper roads to run services past it & connect with the other routes.

Additional services past BTP /LRDE up to CV Raman Nagar bus station can continue to operate with larger buses as loads may be high, but dedicated BPT /LRDE services can be reduced since all these new routes pass through them.

Benefits

All the inner areas will become connected more frequently with fewer buses. Utilization & ridership on Big-10s on OMR & Old Airport road will improve as a result.
Exclusive services to the various scattered small bus terminuses (except for LBS Nagar) can be done away with since these routes will cover all of them.
The various bus terminuses can be utilized as formal bus stops & for other useful public services & parking of buses at night.
Old Airport road (near HAL Police Station) will be connected very well with Old Madras road (Byappanahalli) & enable commuters to move much more easily between these two important transfer points. This will prove very useful in the future when the Metro becomes operational (Separate, direct services to Byappanahalli from Old Airport Road along Suranjandas road may also be necessary at that time).
Even if only three buses are assigned for each route & if trip lengths are assumed to be approximately 30-35 minutes, the frequency will approximately be once each thirty minutes – much better than the 1.5 hours or so presently. If four buses are assigned per route, the frequency will improve further to about a bus each 20 minutes.
Since bus routes overlap with one another along some main roads within the area, frequencies will be higher on these main roads & will benefit commuters greatly.

[PS: Update, Mar 27 morning, Have added maps]

Information Available on BMTC

Information Available:

Operate 5247 schedules
Deploy a fleet of 5441 buses
Make 73240 trips
Perform 11.78 Lakhs Service Kilometres
Carry more than 38.00 Lakhs Passengers
Earn around Rs.258.54 lakhs and
Pay Rs. 14.22 lakh to the Government towards Motor Vehicle tax
Every month, about 2.36 lakhs Monthly public passes are issued
Everyday, about 1.82 lakhs daily passes are issued
Operating 69 Vayuvajra and Suvarna branded services to Bangalore International Airport
Specially designed 12 Ladies Special, 3 Hospital Special, 1 Mall Special buses are operated
Minor Bus Stations :     31 spread all over the City
Wayside Bus Shelters :     2200 in city and sub-urban areas.

Pushpak: fast buses
Parisara Vahini: Eco friendly buses
Vayuvajra and Survarna: To bangalore Internation Airport
Curitiba: City sight seeing buses

Red Board: Connects all villages around the city
Black Board: To core areas to ease congestion

Dedicated workforce of 20473
-----------------------------
Drivers (7489)
conductors (5775)
Driver / Conductors (3610)
Maintenance staff (2107)
administrative staff and others (1492)

I. Physical performance: (Dec 08)
---------------------------------
1.Schedules Added: 348
2.Schedules Operated: 5112
3.New Vehicles added: 587
4.Vehicles Scrapped: 151
5.Vehicles Held: 5342
6.%age Cancellation: 3.0
7. Effective Kms.per day(Lakhs): 10.95
8.Traffic Revenue per day (lakhs); 258.54
9.Veh. Utilisation(kms): 228.0
10.Fleet Utilisation(%age): 94.6
11.K.M.P.L (HSD): 4.40
12.No.of Breakdowns: 2153
13.Rate of Breakdowns/10,000 Kms.: 0.07
14. No. of Accidents: 462
15.Rate of Accidents/Lakh Kms.: 0.15

II. Financial Performance   (Rs. In Lakhs) (Dec 08)
----------------------------------------------------
1. Effective kms (lakhs): 3010.20
   % growth: 7.1
2. Traffic Revenue: 71097.90
   % growth: 15.7
3. Other Revenue a) Govt Reimbursement
        b) Other com. revenue: 1757.60
        c) Total other Revenue: 1757.60
4. Gross Revenue; 72855.50
   % growth: 15.8
5. Cost of Operation: 66888.22
   % Increase: 15.6
6. Margin on Traffic Revenue: +4209.68
7. Margin on Gross Revenue: +5967.28
8. E P K M on Traffic.Rev. (In Paise); 2361.9
   % growth: 8.0
9. E P K M on Gross Rev. (In Paise); 2420.3
   % growth: 8.1
10. C P K M (In Paise): 2222.1
   % increase: 7.9
11. Margin on Traffic Revenue (In Paise): +139.8
12. Margin on Gross Revenue (In Paise): +197.9

4 Major Bus Stations: Kempe Gowda(Majestic), Shivajinagar, Shanthinagar, City market
---------------------
32 Depots:
Shantinagar
Shantinagar
Jayanagar
Indiranagar
Subhashnagar
Yeshwanthapur
Peenya
Hennur Banaswadi
Yelahanka
Kengeri
Katterguppe
R.T. Nagar
Koramangala
Deepanjalinagar
Chandra Layout
I T P L
Electronic city
Banashankari
R.Rajeshwari Ngr
Peenya
Kalyana Nagara
K R Puram
HSR Layout
Yeshwanthpur II
Jigani
Hebbala
K.R.Puram
Yelahanka
Srigandhada kavalu
Surya City
Due to closing of Depot-1 at Shanthinagar, Depot 5 at Vijayanagar and D-20 at Banashankari to build bus stations and TTMC , the depots strength is 29

PASSES
------
Monthly:
City: Rs.420/- :Black Board
Sub-urban: Rs.565/- :Black Board & Red Board
Pushpak: Rs.600/- :city,urban,Pushpak,Suvarana
Gold: Rs.1750/- :All except BAIL Vayu Vajra and BAIL Survarna

Senior citizens Concessional Monthly Commuter passes
City Service (Black Board) :Rs. 350 /-
Sub urban Service (Red Board) :Rs. 485 /-
Pushpak :Rs. 515 /-

Daily Pass - Rs. 30/- (valid in BMTC’s city, sub-urban, Pushpak and Suvarna services)
Gold Day pass – Rs.75/- (valid in BMTC’s all services including Vajra (Volvo) services except BIAL dedicated)
Weekly Pass- Rs. 180/-
Police concessional Pass- Rs. 200/- (per month)
Police Duty Summon Pass- Rs. 200/- (per month)
Fire Force Pass- Rs. 200/- (per month)
Journalist Pass- Rs. 120/- (per annum)
Blind Pass- FREE
Concessional passes to Students

The rates for the display of Advertisements on BMTC Buses are as follows:
-------------------------------------------------------------------------
BACK PANEL [Ordinary & Pushpak buses of size 4' x 3 ']
Rs. 1,200/- & PK / JPV - Rs.1,500/- per panel per month

SIDE PANEL [Ordinary buses only of size 6' x 2 ' on LSP, 6 'x 2' RSP]
Rs. 1,200/- per side per month

Display on polyurethane Panels (above windows panes)
10 display spots of size 1¼' x 4½' - both inside & outside display.
Rs. 2,000/- Per Bus Per Month on Parisara Vahini buses.

Vajra/Volvos doing well

Times of India reports that Volvo's are doing well now:

Ridership in Volvo buses has increased during peak hours as well as non-peak hours and monthly passes are selling like hot cakes. Volvos are no longer making losses.

Volvo ridership during non-peak hours, particularly at noon, has shot up from 40%-45% to 68%- 70% - more than 25% jump; Volvo monthly passes which would sell at 3,000 a month now sell at 11,000 despite the cost of pass being Rs 1,350-Rs 1,400; and ridership during peak hours which one would expect to touch 100% and a bit more is as high as 200%.

Further ...

“The sharp rise in ridership is the central factor that has enabled Volvos to break even. Volvos are no longer running on loss. The acceptance of Volvos by the people is larger now. There is a realisation among people that they are getting value for money - reliable, comfortable public transport, a crying need of the city. The rise in ridership has also enhanced the returns per kilometre - earlier Volvos would earn Rs 32 per km, now they earn Rs 46. So the cost of operation is working out for BMTC. We are thankful to the commuters and we want more of them to take to the Volvos,” BMTC MD Syed Zameer Pasha told The Times of India.

Commuter Rail Service

Yeah, a commuter Rail Service For Bangalore. There are tracks, but no Will. One look at city's rail map (click to see bigger image on flickr), and you know it has to happen, some day soon.

Here is a handpicked collection and trail of activism and discussions regarding Bangalore's Commuter Railway System in-waiting on Praja.in

CRS Bangalore: A project that never gets the green

The railway budget 08-09 is out. The fares are down. Plea for Bangalore-Arsikere-Mangalore is left un-answered, but we have been blessed with a handful of other trains instead. Also featured in the new budget are more half hearted promises on the same old projects that have been on simmer since more than a decade now (be done with the Gulbarga Bidar line already). As far as Bangalore, in and by itself is concerned, the CRS finds no mention in the 08-09 budget. With this two years would have passed in the Comprehensive Traffic and Transport Plan's Phase I(07-12) with no action on the 204 km CRS project.

We have how-to-get-there problems in all directions - EC, Devanahalli, ITPL, Peenya ... Of the all the plans we have - BRTS, Metro & Mono, the CRS is the cheapest one(15 cr/km) and requires comparatively very little extra to be done. And yet, we have been hearing about this CRS for ages now with no action to match. Why?

In its entirety, the CRS project aims to cover Bangalore's satellite towns and would require 3500 crores in investments in doubling the tracks and electrification on some sections, rolling stock, improvements to stations and ROBS/RUBS. (This is for 204 kms of service, compare with metro costs for 33 kms).

But all the CRS corridors already have atleast one track & the basic stations are there. Given the level of congestion we have, should we wait till every thing else - the double tracks, electrification and the rest of the bells and whistles, all fall in place? In any case one would imagine that even if they take one dedicated year and put in the money to add a few extra facilities to stations at Cant, Y'pur & Whitefield, create a small station at Devanahalli - "BIAL-Rd" and obtain coaches that could mean significant addition to public transport in Bangalore.

So, who should take the inititiative on this? The latest plan we have, the CTTP, reccomends that this be a joint project between the railways and the state government with BMRDA to play act as implementing agency. Railways to pay for railway related infrastructure including rolling stock and O&M( approx one third of the project cost), GoK to cover the cost of expansion of stations, and additional tracks (approx third of the project cost) and BMRDAto cover cost of access roads, parking facilities and passenger facilities (one third of the project cost). Is the monolithic structure of the railways with no sensitivity to local needs that is responsible or is it that failures in Chennai and Hyderabad have made railways vary of intracity projects? or is it the lethargy of local agencies, GoK, BMRDA, SWR that is responsible for lack of any progress wrt CRS?

Table: CRS Plan From The CTTP

Corridor	Length km	Unit Cost per Km	Total Cost (Rs. Cr.)	Phase-I 2007-12	Phase-II 2013- 18	Phase-III 2019- 24
SBC-Kengeri	13	15	195	195
Kengeri- BMA Boundary	9	15	135	135
BMA Boundary- Ramanagaram	23	15	345		345
SBC -Whitefield	24	15	360	360	360
SBC – Lottegollahalli -Baiyyappanahalli	23	15	345		345
Lottegollahalli - Yelahanka	7	15	105		105
Banaswadi - BMA Boundary	29	15	435		435
BMA Boundary - Hosur	12	15	180		180
Yeshwantpur to BMA Boundary	14	15	210		210
BMA Boundary - Tumkur	50	15	750		750	750
	204		3060	690	1620	750

CRS for Bangalore

Overview

Per McKinsey report on India’s urbanization to 2030:

590 million people will live in cities, nearly twice the population of US today
270 million people will be the net increase working age population
70% of net new employment will be generated in cities
91 million households will be middle class, up from 22 million today
700-900 million sq mtr of commercial & residential space needs to be built, or a new Chicago every year
2.5 billion sq mtrs of roads will have to be paved, 20 times the capacity created in the past decade
7400 kms of metros & subways will need to be constructed, 20 times the capacity added in the past decade

Bengaluru is a leader in this growth. Per the report, it will have more than 10 million people inhabiting it by 2030, of whom; a majority will be from the middle and lower income group. For them, the urban mobility challenge will only increase as the working population increases and hence, commute will become a major quality of life indicator.

Further, research by Center for Ecological Sciences, IISc, reveals a 76% decline in vegetation cover and a 79% decline in water bodies due to the increase in built up space in the urban areas of Bengaluru. This implies that any further significant net addition within the urban area will result in a decline in standard of living.

How Bengaluru builds its infrastructure & manages this growth will determine if it will continue to lead in taking the country forward or it will become a failure leading to urban chaos.

Growth Center paradigm

CTTP 2007 commissioned by KUIFDC/IDD of GoK had this to say regarding Commuter Rail on existing tracks “With the development of the huge Multiple Economic Activity Areas like Electronic City, I.T. Parks, Industrial & Commercial Areas with consequent job opportunities on the one hand and availability of comparatively cheaper accommodation in surrounding towns like Hosur, Ramanagaram and Tumkur etc. where a large number of working population is likely to live, substantial of commuter movement between these towns and the Metropolis will take place.”

One critical element of this urban operating model of the future is how cities will make and enforce land & space choices. Housing has already become unaffordable in Bengaluru for the lower and middle classes. No city in India has allocated space and zoning for affordable housing. The housing market has a preference to locate close to commercial/urban spaces to increase the premium the houses can fetch. This increases both, the cost & mixed use urban sprawl. Counter magnet cities, with suburban mass transit, is the best and most effective way to focus on affordable housing for middle & lower income groups who will constitute 75% of the future workforce. Nearby suburban towns were often viewed as best options for setting up industries to release growth pressures on the city to absorb new migrants and to relocate some people from the city. It never happened, because a business ecosystem cannot be artificially replaced or relocated. These suburban cities need to be zoned to take the housing pressure off Bengaluru and this can happen only when the option of traveling to Bengaluru quickly and cheaply becomes a reality.

From the McKinsey report one can gather that, for the first time in India’s history, Karnataka along with other large south Indian states will have more people in its cities than in its villages. This means that the pressure on cities will increase considerably in the future to avoid urban sprawl and still manage their growth. Increasing the area of Bengaluru and making it Bruhat Bengaluru has put undue pressure on civic bodies and made the area difficult to manage. The alternate model is to enable suburban cities to become more attractive destinations for settlers & connect them via mass transit trains to within an approximate one hour commute distance from Bengaluru.

In the past two decades the state government in co-operation with the central government has attempted a few options to address the urban transportation challenges. Namma Metro, Mono Rail, High Speed Rail to BIAL, rejuvenated BMTC service are all examples. While most of these focus on making commute within Bengaluru city easier, the suburban connect is what will bring dividends in the long run.

Efficiency in operations, more advanced levels of automation in signaling supplemented by close coordination with local authorities in implementing last mile solutions and superior interchange with metro is going to determine the success of the Commuter rail.

The rest of this report will provide recommendations to ensure that the Commuter Rail can be implemented successfully and be counted amongst the best in the world.

2. CRS - What and Where?

Commuter Rail Service

Objective: Train services connecting suburban growth centers within 1 hour travel distance to Bangalore consisting of disabled friendly airconditioned trains running on existing tracks doubled or quadrupled to ensure high frequency of greater than 20 trains per day between each source destination pair

The Railways vision 2020 plan had this to say about railways vision for suburban rail "Partnerships with State and City Authorities will be established to augment the infrastructure and manage suburban services under a single management. Both suburban and long-distance trains must also look smart and colourful, reflecting our belief in and commitment to ‘Change for a better tomorrow’"

CRS Historical journey

1983, Southern Railway team recommends 3 commuter rail lines, and a 58-km ring railway over a 25-year period.
1988, RITES transport study report, among other things & also improvements on commuter rail lines
In 1993, the State established committee to look into mass rapid transit recommended the same circular railway put forward by Southern Railways in 1983
1998 – RITES does survey for Local Trains funded by World Bank
2003 – RITES completes survey for Local Trains for State Govt
2007 - RITES does survey for Local Trains for BMLTA/IDD department for CTTP2007 Bengaluru
Jan 2008 – IDD agrees to fund for two Rakes DEMU services
Nov 2009 – BMLTA assigns work to IDD to study Commuter Rail servicesconnecting all peripheral stations
14 Dec 2009 – SWR finally agrees to start few Local Trains to Anekal/Devanhallai, Kengeri as per the BMLTA meeting
Dec 2009 – MoS Shri K H Muniyappa makes press briefing that State Govt is not yet decided on Local Trains / Commuter Rail Services
2 Jan 2010 – MoS Shri K H Muniyappa makes announcement starting of Local Trains between Yeshwanthpur to Anekal and Devanahalli
Feb 2010 – Bengaluru South MP Shri H N Ananth Kumar request the MoS Railways to take up the Local Train facility similar to Mumbai
3 Mar 2010 – CM of Karnataka Shri Yeddyurappa writes letter to Railway Minister to sanction the Local Train Project with 50% project cost to be contributed by State Govt.

After 27 years Bengaluru is still waiting for a full fledged commuter rail service

CTTP Map

2.1 Target growth centers for Commuter Rail

2.1.1. Hosur: Distance: 40kms; Population: >1.5 lakhs; Magnets: Anekal Pop:> 0.5 lakh, Electronic City Pop> 3 lakhs

2.1.2. Ramanagara: Distance: 50 kms; Population: >1 lakh; Magnets: Kengeri pop: >0.5 lakh

2.1.3 Tumkur: Distance: 70 kms; Population: > 30 lakhs; Magnets: Nelamangala pop: >0.5 lakh; Peenya & other industrial belts

2.1.4 Chickballapur: Distance: 70 kms; Population: > 0.7 lakh; Magnets: Devanahalli > 0.4 lakh: ITIR

2.1.5 Dodballapur: Distance: 40; Population: > 0.9 lakh; Magnets: Yelahanka > 3 lakhs: Dodballapur Indl area

2.1.6 Bangarpet: Distance: 90 kms; Population: > 0.5 lakh; Magnets: Whitefield, KIADB

2.2. Hubs

2.2.1 Yeswantpur - CRS West Hub

2.2.2 Byappanahalli (Benninganahalli) - CRS East Hub

2.2.3 Yelahanka - CRS North Hub

With trains from Yeswantpur towards Chickballapur & from Byappanahalli towards Dodballapur converging here Yelahanka is well positioned to be the CRS North hub. It serves major industrial regions of ITIR, DBP, BIA & Dodballapur. With a stop for HSRL also, this station needs to be developed into a multifunctional hub and taken up on the lines of Yeswantpur & Byappanahalli.

2.3. CRS Routes

2.3.1 Yeswantpur - Yelahanka - Devanahalli - Chickballapur

2.3.2 Byappanahalli(Benninganahalli) - Jakkur - Yelahanka - Doddballapur

2.3.3 Yeswantpur - Byappanahalli(Benninganahalli) - Anekal - Hosur

2.3.4 Tumkur/Nelamangala - Yeswantpur - Byappanahalli(Benninganahalli)

2.3.5 Yeswantpur/Yelahanka - Byappanahalli(Benninganahalli) - Whitefield - Malur - Bangarpet

2.3.6 Yelahanka - Yeshwantpur - NICE PRR/City - Kengeri - Ramanagara

2.4. Commuter Rail Segments

2.4.1 Yeswantpur to Byappanahalli(Benninganahalli) segment

Station	Catchment Wards/Area	Population in ,000
Yeshwantpur	17	35
	37	36
	42	26
	44	34
Lottegolahalli	36	36
	18	26
	35	30
Hebbal	19	24
	20	26
	21	24
	8	22
Banaswadi	49	32
	59	36
	28	35
Total Coverage		422
No Station	22	26
	23	35
	32	27
	30	35
	60	35
	50	32
	56	29
	57	30
Total Uncovered		249

As seen from the above table, out of the total catchment of 6.71 lakh people 37.1% of the population along the route do not have access to the service because of lack of station in the vicinity

In order to ensure full coverage the following stations are proposed along the route

Proposed additional stations:

Gokula Extension/Badappa Gardens
ORR/D Rajagopal Rd Junction
Guddadahalli
Kanakanagar
Irshad Nagar/HBR Layout
Kadugondhalli

2.4.2 Byappanahalli to Hosur

Station	Catchment Wards/Area	Population in ,000
Bellandur	149	25
Karmelrama	150	20
	Sarjapur	20
Heelalige	Bommasandra	20
Anekal road	Anekal+Jigani+Attibele	200
Hosur	Hosur	200
Total Coverage		485
No Station	81	25
	85	22
	86	23
Total Uncovered		70

As seen from the above table, out of the total catchment of 5.55 lakh people 12.6% of the population along the route do not have access to the service because of lack of station in the vicinity

In order to ensure full coverage the following stations are proposed along the route

Proposed additional stations

Angel Arcade/Kagagadasapuram
ORR Jn @ Karthik Nagar
Varthur Rd Junction / Chinnapanahalli
Chandapur

2.4.3 Byappanahalli to Yelahanka segment

Station	Catchment Wards/Area	Population in ,000
Baiyappanhalli	50	31
Channasandra	26	22
Yelahanka	4	25

Total Coverage		78

No Station	Horamavu	28
	Hennur- Bagalur Rd	25
	Thanisandra Rd	25
	Jakkur	15
	NH7 Junction @ Nehru Nagar	10
Total Not Covered		103

As seen from the above table, out of the total catchment of 1.81 lakh people 56.9% of the population along the route do not have access to the service because of lack of station in the vicinity

In order to ensure full coverage the following stations are proposed along the route

Proposed additional stations

Horamavu
Hennur - Bagalur Rd
Thanisandra Main Road / Narayanpura
Jakkur
Nehru Nagar / NH-7 Junction

2.4.4 Yeshwantpur to Yelahanka Segment

Station	Catchment Wards/Area	Population in ,000
Yeshwantpur	37	35
Lottegollahalli	8	10
Kodigehalli	9	12
Yelahanka		10

Total Coverage		67

No Station	Gokula Extension (36)	35
	BEL /Devi Nagar	10
	Tata Nagar	10
	CQAL Layout	10
	L & T /ALLalsandra Mn Rd	10
	Jakkur	40
	Yelahanka Tn (3, 4)	49

Total Not Covered		164

As seen from the above table, out of the total catchment of 2.31 lakh people 70% of the population along the route do not have access to the service because of lack of station in the vicinity

In order to ensure full coverage the following stations are proposed along the route

Proposed additional stations

Gokula Extension
BEL /Devi Nagar
Tata Nagar
CQAL Layout
L & T /ALLalsandra Mn Rd
Jakkur
Yelahanka Town

2.4.5 Yelahanka to Dodballapur

Station	Catchment Wards/Area	Population in ,000
Yelahanka	3, 4	50
Rajankunte		10
Doddaballapur		70

Total Coverage		130

No Station
	Yelahanka Tn	10
	Kanchanhalli	20
	Naganahalli	10
	Harohalli	25
	Puttenhalli	15
Total Not Covered		80

As seen from the above table, out of the total catchment of 2.1 lakh people 38.2% of the population along the route do not have access to the service because of lack of station in the vicinity

In order to ensure full coverage the following stations are proposed along the route

Proposed additional stations

Kenchanhalli
Naganahalli / Harohalli
Putenhalli
Doddaballapur Industrial Town

2.4.6 Yelahanka to Chickballapur

Station	Catchment Wards/Area	Population in ,000
Yelahanka	3, 4	49
Bettahalsoor	Sonnapanhalli, MVIT, Ganganahalli	20
Daddajala		10
Devenahalli		78
Avati		37
Venkatgiri Kote		10
Nandi Hills		10
Chik Ballapur		62

Total Coverage		276

No Station
	Yelahanka Tn	10
	Kanchanhalli	20
	Doddasandra	10
	BIAL	25
	MVIT, Sonappanhalli, Ganganahalli	15
Total Not Covered		80

As seen from the above table, out of the total catchment of 2.76 lakh people 28.9% of the population along the route do not have access to the service because of lack of station in the vicinity

In order to ensure full coverage the following stations are proposed along the route

Proposed additional stations

Kenchanhalli
NITTE Meenakshi Institute of Technology
MVIT / Ganganahalli
NH-7/BIAL trumpet
IVC Road
SJCIT (Chikballapur)

2.4.7 Yeswantpur to Tumkur segment

Station	Catchment Wards/Area	Population in ,000
Yeshwantpur	37, 45, 36, 17	141
Chik Banavara		164
Soldevanahalli		5
Golhalli		74
Bhairanayakanhalli		5
Dodbele		5
Muddalingahalli		5
Nidvanda		5
Dobbspet		25
Hirehalli		5
Kyatsandra		162
Tumkur		248

Total Coverage		844

No Station	11, 12, 13, 14, 15, 16	162
	41	27
	Tarabandahalli	10
	Hesrghatta	5
	Nelamangala Cross	10
	Thayamogundlu	10
Total Not Covered		224

As seen from the above table, out of the total catchment of 10.68 lakh people 20.97% of the population along the route do not have access to the service because of lack of station in the vicinity

In order to ensure full coverage the following stations are proposed along the route

Proposed additional stations

ORR Junction at Peenya/Jalahalli
HMT Main Road Junction
Jalahalli Road
Kammgondahalli
Chikkasandra
Hesarghatta Road /Tarabandahalli
Shreyas Arcade
NH207 Junction
Dobbspet
Siddaganga Institute of Technology

2.4.8 Yeswantpur to Ramanagaram segment

Station	Catchment Wards/Area	Population in ,000
Yeshwantpur	37, 44, 36	104
Malleswaram	45,66	70
Bangalore City	120, 121	70
Nayandhalli		22
Jnana Bharati (BU)		25
Kengeri		42
Hejjala		22
Bidadi		50
Ketohalli		12
Ramanagaram		80


Total Coverage		497

No Station	RVCE/Duvasapalya	40
	NICE Rd Intersection	25
	Country Club	20
	Humpa Pura/RK Estates	10
	Kumbalgodu	10
	Ghousia College	15
Total Not Covered		120

As seen from the above table, out of the total catchment of 6.12 lakh people 24.96% of the population along the route do not have access to the service because of lack of station in the vicinity

In order to ensure full coverage the following stations are proposed along the route

Proposed additional stations

Subramanyam Nagar
Srirampura
Binnypet
RPC layout
Basaveshwara Park / Chord Road
Deepanjali Metro Station
Sports Authority of India
Rajarajeswari Dental College
Humpapur / Rakumar Estate
Ghousia College of Engineering

2.4.9 Baiyappanhalli to Malur/Bangarapet segment

Station	Catchment Wards/Area	Population in ,000
Baiyappanhalli	50, 58	66
K R Puram	52, 53, 54, 55, 56	120
Whitefield	83, 84, 85	69
Malur		27
Byatrayanhalli		10
Tekal		10
Bangarapet		40
Total Coverage		342

No Station	Garudachar Palya	20
	Kadugodi	22
	NH 207 Junction	10
	Tarabhalli	10
	SH 95 Junction	5
Total Not Covered		67

As seen from the above table, out of the total catchment of 4 lakh people 16% of the population along the route do not have access to the service because of lack of station in the vicinity

In order to ensure full coverage the following stations are proposed along the route

Proposed additional stations

ITI Industrial Area
Hoodi Main Road
Kdigehalli
NH-207
Tarabhalli
Malur KIADB

3 Proposition

3.1 Phase 1

3.1.1 Setup of SPV (3 months)

Thus it is highly recommended that the Suburban CRS be run under an SPV called Commuter Rail Authority (CRA) which will consist at a bare minimum the following stake holders

SWR representing IR
IDD representing GoK
BMTC representing last mile
BMRC representing metro integration

It is important the the SPV be setup first so the implementation can be done in an organized fashion. Without this each decision will be made in a disjointed fashion leading to delays in implementation and unsatisfactory end results

In 2007, the Rail India Technical and Economic Society (RITES), a Government of India enterprise, brought out a Comprehensive Traffic and Transportation Plan (CTTP) for Bangalore. The report states that “Major developments have been proposed in the suburban towns of Bangalore by BMRDA in the BMR. This is likely to increase interaction betweenBangalore and these suburban towns. There will be need to provide commuter rail services to these towns fromBangalore”. It also says that the commuter rail system should be extended up to BMRDA’s new townships and beyond to act as sub-urban services.

It also goes on to state “In the suburban segment, the main challenges are the creation of adequate capacity, segregation of commuter lines from long-distance lines and expansion of services to ensure comfort of commuters. Partnership with state authorities will be necessary for development of suburban rail systems. Railways may also aim at integrating the metro-rail and sub-urban rail-systems under a single management in partnership with the respective state/city authorities.”

3.1.2 Enhance accessibility to existing stations (3 months )

The railway vision plan 2020 says this on stations "However, the stations are inadequately designed and equipped to handle such large multitudes of passengers. They do not provide easy access or comfortable experience prior to boarding or after disembarkation from trains. Street-level access is generally restricted to one or two end-platforms (except at terminal type of station layouts). Inter-platform connectivity is through foot over-bridges which are often inadequate, apart from being passenger-unfriendly"

Supporting infrastructure for the Feeder Service BMTC - Proper Bus Stop, Info panels
Preferential Access Point for Public Transport Drop Off/Pick up - Taxis, Cabs, Auto
Preferential Parking Spaces for Environmental Friendly Vehicles like Bicycles
General Security 24/7 around station and access roads

3.1.3 Last mile connectivity (3 months)

Rolling Stock features

It is very important that in order to make Commuter Rail useful and viable, it has to have the tight integration with city’s PT systems. Integration with other PT systems provides the commuter with point to point connectivity right from the town outside
Bengaluru to the specific location in the city. The Integration could range from Commuter Rail station at the same physical location to Commuter Rail station being little walking distance to other PT transit stations. Carriages having facilities
to carry cycles will go a long way in helping promote green last mile options. It also benefits the economically weaker
sections to save on the total cost of commuting

BMTC Connection

The lack of a proper last mile connectivity has been a major reason for failure of usage of CRS in many cities. BMTC needs to support CRS by providing the feeder service to all the CRS stops/stations in the BMTC operational area. The feeder service at bare minimum should connect the CRS stations to the nearest BMTC transit center. Looking at BMTC footprint this should be easy proposition. All it may require is some change in the route or could be an exclusive feeder loop connecting the station and the nearest transit center. Acceptance of Common Fare Card for easy transfer would be highly required and beneficial to all.

3.1.4 Upgrade stations (Smart Stations) to have common branding & facilities (3 months)

Common branding enables common facilities to be offered under single roof. It is administratively easier to provide information and services. This requires the current SWR services to destinations in the commuter rail target list also to be
rolled into the ambit of commuter rail. SWR trains to destinations like Bangarpet, Hosur and nearby towns can become Commuter rail services thus enabling common ticketing schemes and timetable sharing. This inorganic acquisition of existing services will help scale the Commuter Rail services faster.

Information Systems

Electronic Information Displays - Announcing Arrivals/Departures

Electronic / Manual Information Counter - Information on nearest transit centers, Business Centers, Hotels/Restaurants etc,

Fare Tickets / Smart Cards

The Railways vision plan also mentions "Distribution channels for railway tickets would be constantly innovated so that obtaining a railway ticket is completely hassle-free. PRS/UTS terminals, e-ticket services, tickets through post offices, ATMs, petrol pumps and smart-card based tickets for unreserved travel would be expanded to improve access. New and emerging technologies will be harnessed towards this end"

Fare Tickets/Smart Cards Vending Kiosks (Self Service)
Fare Tickets/Smart Cards Vending Counters (Manned)

Common ticketing system between CRS, Metro & BMTC must be formed

Basic Commuter Amenities

Availability of basic commuter amenities is a must for the success of the Commuter Rail and increased patronage. Below listed are these basic commuter amenities:

CRS Travel Information/Planning Kiosks
Customer Service - Telephone/Manned
Clean and Hygienically maintained Restrooms
Internet Hot-Spots
Charging outlets for mobile devices
First Aid Counter
ATM / Postal Vending Kiosks
Help for Physically Handicapped, Senior Citizens, Women with Children

Bulk Goods Transportation Facilities

The towns located around Bengaluru city are the growth centers and Commuter Rail is their smart life line for their regular commute, business trips, goods transport from and to their towns. CR can facilitate the goods transportation by having rakes for carrying bulk goods and products. One good example is seen in Mumbai's local service, where each train has a special bogey exclusively for carrying bulk goods.

3.1.5 Optimized routing of existing SWR services to create bandwidth (6 months)

Following trains which are currently running as slow/passenger trains needs to be brought into the ambit of CR.

Sr No Train No From Station Dep To Station Arr. Type of Train Remarks

Following Trains to be completely converted into EMU coaches on Bangalore to Bangarapet for Commutre Rail
1	526SW	Bangalore City	7:00	Marikuppam	9:35	Passenger	Starting	Only 16 Kms extra & 5 more stations exists
	102SW	Bangalore City	9:20	Bangarapet junction	11:00	Passenger	This train is SBC- Arakkonam Junction
2	530SW	Bangalore City	10:00	Bangarapet junction	12:05	Passenger	Pair for 529SW, wasting 20 minites at Bangalore city
3	511SW	Bangalore City	12:20	Marikuppam	15:15	Passenger	Pair for 512SW, wasting 100 minites at Bangalore city
4	532SW	Bangalore City	14:45	Bangarapet junction	16:25	Passenger	Pair for 531SW, wasting 15 minites at Bangalore city
5	503SW	Bangalore Cantt.	15:00	Bangarapet junction	17:05	Passenger
6	524SW	Bangalore City	18:05	Marikuppam	20:35	Passenger	Pair for 525SW, wasting 15 minites at Bangalore city
7	6522	Bangalore City	19:35	Bangarapet junction	21:10	Express

8	523SW	Marikuppam	6:20	Bangalore City	9:15	Passenger	Starting
9	529SW	Bangarapet junction	7:30	Bangalore City	9:30	Passenger	Starting
10	512SW	Marikuppam	8:00	Bangalore City	10:30	Passenger	Starting
11	502SW	Bangarapet junction	11:00	Bangalore Cantt.	13:00	Passenger
12	531SW	Bangarapet junction	12:40	Bangalore City	14:25	Passenger	Pair for 530SW, wasting 30 minites at Bangarpet Jn
13	525SW	Marikuppam	14:00	Bangalore City	17:00	Passenger
	101SW	Bangarapet junction	16:30	Bangalore City	18:45	Passenger	This train is Arakkonam Junction - SBC
14	6521	Bangarapet junction	21:40	Bangalore City	23:25	Express	Pair for 6522, wasting 20 minites at Bangarpet Jn
Total 7 + 1 pair of Passanger trains & one express Trains running between Bangalore city to Bangarpet excluding Arakkonam can be converted into Commuter Rail

Following Trains need to be convereted into Commtre Rail once Electrification of Tracks completed ( after 6 months )
1	551SW	Bangalore City	8:40	Chikballapur	10:50	Passenger
2	595Sw	Bangalore City	18:00	Chikballapur	19:55	Passenger
3	596SW	Chikballapur	7:55	Bangalore City	9:45	Passenger
4	552SW	Chikballapur	15:55	Bangalore City	18:00	Passenger
5	YH-1	Yesvanthpur	6:20	Hosur	7:55	Passenger
6	YH-2	Yesvanthpur	15:35	Hosur	17:05	Passenger
7	YD-1	Yesvanthpur	10:40	Devanhallai	11:45	Passenger
8	HY-1	Hosur	8:10	Yesvanthpur	9:50	Passenger
9	HY-2	Hosur	17:45	Yesvanthpur	19:20	Passenger
10	DY-1	Devanhallai	13:15	Yesvanthpur	14:35	Passenger
11	221Sw	Bangalore City	9:20	Tumkur	11:05	Passenger
12	225SW	Bangalore City	13:35	Tumkur	15:25	Passenger
13	226SW	Tumkur	15:50	Bangalore City	17:40	Passenger
14	222SW	Tumkur	11:25	Bangalore City	13:15	Passenger
Another 7 Pair of Trains tol be converted into EMU Rakes after electrification of Tracks and to be added into Commuter Rail
Effectively existing 14 pair of Trains should be running as Commuter Rail within 6-12 months and more services to be introduced by utilizing the capacity of Traks and Rakes.
We can have Fast Commuter Rail similar to SBC - Bangarpet

3.1.6 New services on identified routes including creating last mile connectivity (6 months)

3.1.7 Increase frequency on all routes to minimum 8 services in a day (6 months)

3.2 Phase 2

3.2.1 New signaling system (12 months)

3.2.2 New identified stations on all routes (18 months)

New Stations are listed in the section 2.4.1 to 2.4.9

3.2.3 Doubling & Electrification of tracks as necessary (18 months)

Sr No	Segment	Distance in Kms	Doubling Needed	Electrification Needed	Status / Remarks
1	Yelahanka to Yesavnthpur	12.45	Yes	Done	Already Railway Budget Sanctioned, DPR is ready, Tenders to be called
2	Yelahanka to K R Puram	15.80	Yes	Done	Already Railway Budget Sanctioned, DPR is ready, Tenders to be called
3	Yelahanka to Chikballapur	46.05	Yes	Yes
4	Yelahanka to Dodballapur	20.72	Yes	Yes
5	Yesavnthpur to Banaswadi	14.76	Yes	Done
6	Banaswadi to Hosur	51.36	Yes	Yes
7	Banswadi to Baiyyappanahalli	4.47	Yes	Done
8	Yesvanthpur to Soldevanhalli	10.78	No	Yes
9	Soladevanhalli to Nelamngala & upto NH-4	8.00 / 10.00	Yes	Yes
10	Soladevanhalli to Tumkur	53.22	No	Yes
11	Kengeri to Ramanagaram	32.43	No	Yes	As part of Bangalore to Mysore Doubling & Electrification, this streach electrification will be done at time.	Need to check current status of electrification
		270.04
	From the above Double Track Exists :	96.43 Kms
	From the above Electrified Track exists :	47.48 Kms
	Total Track Doubling Needed :	173.61 Kms
	Electrification Needed :	222.56 Kms	To check Electrification for 32.43 Kms of Kengeri to Ramangaram


	In the above Yelahanka to Yesavnthpur, Yelahanka to K R Puram, Yesvanthpur to Banaswadi Doubling of Track Dist : 43 Kms are very critical for Commuter Rail take off.

3.2.5 Increase frequency to 20 trains per day on all routes (24 months)

3.2.6 Enhance Hubs to handle increased traffic (24 months )

3.2.7 Complete integration with all modes of PT systems including metro/mono/HSRL (24 months) 7 Smart Public Transport Connections

All over the world, the trend in public transport system is to integrate all modes of PT systems. Gone are the days when each one of them operated in complete isolation. In India also this integration philosophy is slowly picking up steam though have long way to go.

It is very important that in order to make CRS useful and viable, it has to have the tight integration with city’s PT systems. Integration with other PT systems provides the commuter with point to point connectivity right from the town outside Bengaluru to the specific location in the city.

The Integration could range from CRS station at the same physical location to CRS station being little walking distance to other PT transit stations. Simple access connectivity connectivity can be like this.

Metro Connection

Fortunately Namma Metro intersects the IR routes at many places in the city. CRS simply needs to integrate with Namma Metro at these locations, i.e provide easy interchange. Some of the locations that can provide easy transit include:

Yeshwantpur
Byappanahalli(Benninganahalli)
Kengeri
Whitefield

HSRL Connection

Exclusive connectivity to the new airport via high speed rail as an when becomes operational also provides the opportunity for CRS to integrate with HSRL thereby providing the commuters from the nearby towns another PT connection to reach the new airport and vice versa. Interchange with HSRL needs to be provided at both Yelahanka and Hebbal.

Summary

35 new proposed stations

160 is the possible number of services per day on all routes suggested for optimum efficiency

376 Kilometers is the approximate distance covered by the proposed routes

1,50,000 is the carrying capacity per day which can be increased by adding rakes

45,00,000 is the number of people in the catchment areas covered by the current SWR tracks

33% is the percentage of the population in the catchment areas who need access to a local station

2010 is the year for Commuter Rail in Bengaluru

SPV is the way to go for rolling out commuter services with all stakeholders being a part of this entity working together to make this a success

All images, trademarks, information used here have been gathered from the information made available in the public domain. All copyrights rest with the original authors. Praja.in does not vouch for the accuracy or veracity of the information collected from public sources and 3^rd parties and not liable for any consequential effects of the usage of the same.

RITES report on Implementation of Commuter Rail for Bengaluru

The draft report of the Implementation of Commuter Rail for Bengaluru has been released by RITES to DULT. DULT has shared the report with us for our comments. We are expected to profvide our feedback before 30th of this month. SO do leave your feedback as comments to this thread.

RITES Draft Report on CRS-Bangalore

Summary of June 2012 RITES draft report on CRS

In June 2012, RITES submitted a draft report on feasibility / go forward details on commuter rail service (CRS) for Bengaluru to DULT. Here is a summary and abstract of relevant portions of this report. The report is also available in full at this link.

Report Highlights

Makes a strong case for CRS and says it is a must for Bengaluru’s growing needs
Recommends Connecting Bengaluru with:
- Mandya/Ramanagaram, Tumkur/Nelamangala, Doddaballapur, Chikballapur
- Whitefield, Anekal, Hosur, Malur, Bangarpet
Considering the 'Exclusive Right of Way' feature of rail transport,
- Points out that there will be no road induced grid locks, traffic jams, road congestion etc.
- Argues that it will enable fastest travel option covering 70-100 Kms in 1-11/2 hr.
- Ensures on time arrivals and departures.
- Predictable travel times
- Makes it execllent reliable daily commute options for citizens
Concludes that on completion CRS will have capacity to carry 20 lakh commuters / day
Recommends that trains should cross city centers and terminate beyond city centers – No termination at city edges as recommended/suggested in some govt quarters.
With facts and figures makes unequivocal claim that CRS is possible with significant upgrades to IR infrastructure
Estimates a cost of 8000 Crores over 7 Years for works spraed accross 3 Phases.
Makes a claim that CRS can be operational in 2 Years with completion of Phase 1A costing 3200 Crores.

CRS Routes/Segments

Commuter Rail - 4 Times the Network @ 1/5th of the cost

Bengaluru CRS Features

RITES - CRS Cheapest Alternative!

Cheapest Alternative

Sec 3.2 - Potential in terms of Capacity

Maximum Peak throughput:

Rail - 60000 Passengers/Hr

Metro - 40000 passenger/Hr

BRT - 500 Passengers/Hr

Sec 3.4 - Potential in terms of Cheapest Alternative

Metro costs 12000 Crores for 42.3 Km with carrying capacity of 1 Million (10 Lakhs) commuters per day.
CRS with 8000 Cr investment will yield 405 Km of CRS network and would carry about 2.5 Million commuters per day.
CRS could take the burden of 50% of greater Bangalore's total commuters population.

Sec 3.6 - Capacity Assesment Metro Vs CRS

By its Width - Metro coach is 2.88 meters, CRS BG Coach is 3.66, i.e. it is 26% more.
By its length - Metro train - 6 Coaches, CRS train - 16 coaches, i.e. CRS train is 2.67 times of a metro train.

Capacity of CRS train

1 CRS Train = 2.67 X 1.26 = 3.3 metro trains.

About a proposal to terminate CRS at City outskirts

Sec 4.5, Page 32, 2nd Para

"...Therefore, it is recommended not to terminate the commuter trains short of Bangalore. Terminals need to be the farthermost stations in the CRS i.e. Tumkur, Mandya, Bangarapet and Hosur etc. All other stations including major stations like Bangalore City, Yesvantpur etc. need to be passing through stations..."

RITES - CRS implementation in 3 Phases

Three Phases

RITES report has divided all the works that are needed for CRS into 3 Phases. The Phases are 1A, 1B and 2. Each of these have been identified with slew of works to be carried over, cost of works and the time frame to complete the works.

There is the 4th Phase that has been identified in the report. There are works earmarked for that phase. But there is no cost or time frame has been given citing the reasons of continuous improvements and too far in time to give a definite cost and time.

Phase-1A

Works

SBC Terminal - Add 2 additional platforms
SBC Terminal - Shift pit lines to Binny Mill Land
Procure EMU Rakes - 15 Nos (Replace the MEMUs/DEMUs with EMU rakes)
EMU Maintenance Shed at Yelahanka
SBC Terminal - Entry/Exit from all directions
2 Single lines between SBC - BNC (cantonment)
Automatic Signalling between BNC to WFD
Electrification of Sections - YPR/BYPL/HSR, SBC/YPR/TK, YPR/YNK/CBP
Platform modifications - Height raised to EMU height
Passenger Amenities at BWT, MYA, TK, HSRA, DBY, CBP, YPR and YNK - Parking, Waiting Halls. Platforms, FOBs etc.

Invest Cost

Rs. 3433 Crores

Time Frame

2 Years

Result - CRS with caryying capacity of 5 Lakh trips per day

Phase - 1B

Works

Doubling of Lines on sections - WFD/BWT, YNK/DBU, YPR-BYPL, SDVL-NNGA
Automatic Signalling on sections - WFD/BWT, YNK/DBU, YPR-BYPL, SDVL-NNGA
Developing BYPL into Coaching Terminal - Build 5 Platforms, 10 Pitlines, 11 Stabling Lines
Additional Rakes - 9 Nos.

Investment Cost

Rs. 2363 Cores

Time Frame

2 Years

Result - CRS with enhance capacity of 10 Lakh daily trips.

Phase - 2

Works

Remodel SBC Terminal - Final Phase
3 Flyovers in BYPL area
1 Flyover in YPR area
Bypass line at YNK connecting DBU and CBP lines
Developing new halt stations
Additional EMU rakes - 15 Nos.

Investment Cost

Rs. 2550 Crores

Time Frame

3 Years

Result - CRS with total carrying capacity of more than 25 lakh daily trips.

Phase - 3

Works - Extension of CRS reach and activities

Extend CRS on Chikbanavar -Satyamangala new line which is under construction
Restoration of BYPL-Vimanapura abandoned line and extend CRS on that line.
Direct line to Enter from YNK to HEB without touching YPR.
Introduce Longer EMUs
Introduce Faster Services (Limited Halts)
Quadrupling / Tripling of SBC-WFD, BYPL-HSRA, SBC-TK, SBC-MYS and other sections
Elimination of All level crossings
Skywalk at BYPL connecting BYPL train terminal to BYPL Metro Terminal
4th Coaching Terminal at Hejjala
New Freight Terminals in TK, MYS and DBU sides
Ring Rail around the city - One at 40 Km radius, second at 70 Km radius
Construction of Air Link Rail

Note - No cost or time frame is given in the report.

RITES - Capacity Enhancement Strategies

Section 5 - Capacity Enhancement Strategies

Bangalore - SBC Terminal

Shifting 4 Pit lines to Binny Mills land
No terminal or shunting operations
Universal dispatch/receiving facilities
Platforms to be full length
Trains to go in all directions (YPR to MYS and BYPL, MYS to YPR, BYPL, BYPL to MYS, YPR directions)
Add 5 more platforms (Current 10), total 15.

This will increase the SBC 's current handling capacity from 60 to 150 pairs of trains

Yeswantpur Terminal

3 More Pit lines

This will increase YPR terminal capacity from 37 to 60 pairs of trains.

Baiyappanahalli Terminal

10 new pit lines
5 new stabling lines
6 R&D lines
5 platforms

This will allow BYPL to handle 70 pairs of trains from 0 pair it is handling now.

Yelahanka Terminal

Develop this as 3rd coaching terminal
Build EMU maintenance shed
Build Terminal Facilities ( At present it is a pass through station)

Multi Terminal on MYS Section

Adding 1 platform each Kengeri, Hejjala, Bidadi, Ramanagaram, Channapatna, Maddur and Mandya.
Terminate one train at each of the above station

This will bring relief to SBC and enhances the commuter capacity.

Hejjala Terminal

Develop this as 4th coaching terminal
6 new pit lines

Flyovers to avoid criss-cross movements at BYPL and YPR

Bangalore - Hosur flyover
Bangarpet - Yelahanka Flyover
Bangarpet - Hebbal Flyover
Yelahanka - Bangalore flyover
at LOGH

Automatic Signaling

Replace existing block signaling with Automatic signaling
Will give a spacing of 2Km compare to existing 4-6 Kms.

Electrification and Doubling

All sections at minimum be double lines
All lines must be electrified

Level Crossings

All level crossings to be replaced with ROB/RUB

Additional Halts

CRS halts For every 1 Km within city core. 15-20 Km from SBC
Every 2 Km beyond the city core
Every 3-4 km in the sub-urbs

Rakes

EMU rakes
100 sitting capacity compare to normal rakes of 80 capacity.

Summary of Praja CRS Report - Namma Railu

Here is an overview of the Praja Report on CRS, titled "Namma Railu".

Decongestion of Bengaluru is a burning issue facing the administrators today. With the kind of visibility Bengaluru has in the international arena and the role India is going to play in the world of the future, it is important for both central and state governments to sit up and take notice. Ignoring the long term mass transport needs of the city can backfire on the country. The economy of any city thrives on availability of good quality labor at affordable cost. Expensive housing and increased travel times only put more pressure on productivity of human capital. This may ultimately lead to flight of capital and hurt the economy with cascading effect.

Housing has already become unaffordable in Bengaluru for the lower and middle classes which is going to form a major portion of the workforce of the future. Also, a 76% decline in vegetation cover and 79% decline in water bodies due to the increase in built up space in the urban areas of Bengaluru means, brownfield growth centers at approximately one hours commute from Bengaluru needs to be developed. No amount of connectivity within the city will be successful if that connectivity is not supplemented by mass transit to these growth centers. The key is frequent, low cost connectivity which can be achieved by utilizing and enhancing the existing train tracks between Bengaluru and these growth centers. Multiple reports over 27 years including RITES surveys have confirmed this fact.

This Commuter Rail Service for Bengaluru will require the following

Setting up a Special Purpose Vehicle between representative entities of the Indian Railways and the Government or Karnataka
Introduce new trains on new routes and increase the frequency on all routes
Increase capacity of tracks and implement state of the art signaling systems
Build new stations with good quality infrastructure and improve accessibility to existing stations with last mile connectivity
Create multimodal hubs and interchanges to allow people to change to other modes of transport

The benefits of the Commuter Rail Service is multifold

With 6 Routes connecting 6 growth centers at a frequency of 24 trains per day per route, 375 kilometers and 50 lakh people can be covered
Availability of labour for growth of the already established economic ecosystem
Decongestion of the city
Increased efficiency in commute times
Affordable housing for lower & middle classes
Significantly lower capital expenditure on transport infrastructure

The Call to Action report prepared by Praja.in provides a citizens perspective of a quickly implementable, viable alternative. The report lays out the need and urgency of running full fledged dedicated commuter trains under a dedicated SPV set up for this purpose.

Commuter / suburban rail - part II

Branching off from "Commuter-rail-will-it-ever-materialize" thread as it got too long. The IDD seems to be moving in the direction of surveying for CRS (item 3, pp. 2). It is unknown how much it / govt. can influence SWR. In other words, why spend the resources (money, time) on studies if there are no 2-way MoUs between the state govt. and the Railways? Now only if the prajagalu attending the BMLTA meet can bring it up on priority ...

Some other questions for BMLTA might be:

the frequency and agenda of the meetings (seem to be too far apart). Of course, w/o any legal teeth yet, meetings may be moot.
the transport commissioner seems to not be a part of the deliberations (deliberately? ;-)). Or, may not have attended this particular meeting.

To admin - if the link or information was posted earlier, please feel free to move it to the comments section of the original link.

Unrelated items:

item 8 mentions bus shelters still by BBMP? *puzzled*
section 6/7 - there is no mention of Scomi/Geodesic. Why would IDD again prepare the DPR if Geodesic already submitted one? Different alignment?

(if people want to discuss these topics, please copy/paste this info and branch off into the appropriate threads).

Limited information posted on BMLTA's site is very frustrating (but better than no information).

Commuter Rail - Will it ever materialize ?

Most of us are aware that the CTTP-2007 report had recommended a Commuter /Sub-urban rail system for the city, totalling 204.0km (this includes city & suburban services upto Tumkur, Hosur & Ramanagaram). A few sub-urban trains are in operation & are being run by Southwestern railways (SWR), but the system is not of much help to urban commuters.

Please also see earlier discussions on this subject here, here & more recently here.

Within the city & the more developed suburbs, the following (twenty-two) stations already exist, but many of these stations are not much used :
1) Yelahanka
2) Chikkabanavara
3) Kodigehalli
4) Lottegollahalli
5) Hebbal
6) Yeswantapur
7) Chennasandra
8) Banaswadi
9) Krishnarajapuram
10) Bangalore East
11) Whitefield
12) Malleswaram
13) Cantonment
14) Byappanahalli
15) City Station
16) Nayandahalli
17) Gnanabharti
18) Kengeri
19) Bellandur Rd
20) Karmelaram
21) Heelalige
22) Anekal Road

Except for four of the larger inter-city train stations, ie. (6), (9), (13) & (15), the other 18 stations are used very little. Can city service trains be run through these stations & could they be put to better use than they are at present ? On the drawing below, one can see the planned Metro tracks (phase 1 & also phase 2, as will most likely be built) in the backdrop of SWR's tracks :

( Click for larger image )

The following CTTP recommended routes would certainly be needed since the areas covered by CRS are not going to be served by Metro routes :

a) Kengeri to City Stn - 13 km
b) City Stn to Whitefield (via Cant R'ly Stn, Baiyyappanahalli) - 24 km
c) City Stn to Baiyyappanahalli (via Hebbal) - 23 km
d) Lottegollahalli to Yelahanka - 7 km
e) Banaswadi to BMA boundary (via Bellandur rd) - 29 km
( Total = 96 kms )

The fewer interfaces with Metro might not pose obstacles & could be overcome by connecting bus services to CRS stations. There are only 22 stations over the 96 kms of track. Thus, the average distance between stations is over 4.3km - additional CRS stations would be necessary - some ideas are as follows (marked with blue spots on the map above) :

a) On Kengeri-City Stn route: (23) near RV Engg College; (24) Deepanjali Nagar Metro stn; (25) Hosahalli main rd.
b) On City Stn-Whitefield route: (26) Seshadripuram (Sivananda store); (27) Jeevanahalli; (28) Beniganahalli (ORR); (29) Devasandra; (30) Hoodi; (31) Sadarmangal Ind Area.
c) On City Stn-Baiyyappanahalli route: (32) Jalahalli (ORR); (33) MS Ramiah rd; (34) Gundappa rd; (35) Kanaka nagar; (36) Kadugondanahalli.
d) On Banaswadi-BMA boundary route: (37) Beniganahalli (ORR); (38) Kaggadasapura; (39) Chinnappanahalli; (40) Varthur rd; (41) Sarjapura rd; (42) Chandapura (Hosur rd).

These additional stations would reduce the average distance between stations to about 2.3km, which is more appropriate for a suburban rail system.

SWR might have it's reasons for repeatedly rejecting operation of city rail services in Bangalore - such rail systems are faring poorly in almost every city in the country barring Mumbai, but then in India, city rail systems are directly being operated by divisions of Indian railways whose primary focus area is the operation of inter-city train services. Further, the other transport systems in use in the cities (such as buses, taxis, etc.) were never planned nor integrated for easy transfer of passengers between different modes. Each operated independently on it's own, sometimes even competing with one another & making commuting difficult for people. Thus, most cities continue to have transport systems that are not well-knit & therefore, inefficient, & this also explains why city rail systems have fared so poorly in the country.

We now have a situation where SWR has a lot of assets such as tracks, real estate & stations, but is clearly not the best option to build & operate the city /suburban rail system. It might be best if BMRCL could become the operator for CRS, sharing the infrastructure with SWR.

Commuter Rail - Will it really help ?

As most of us are aware, the track record of suburban railways in the larger Indian cities has been pathetic. Other than Mumbai, there is'nt a single example where such a service has successfully attracted commuters & helped reduce road congestion. Most of them have been total failures.

The Delhi circular rail has been a complete failure & is used more for goods trains. Patronization levels are extremely poor, not to mention their Metro, which has also not fared well, thus far.

Chennai MRTS has been a total flop, but since they have already invested so much, there is no going back & other phases continue to be built, with a hope that revival might be around the corner once connectivity improves with the newer phases.

Hyderabad MMTS was losing about 1 crore each month. Currently, patronage levels are on the rise, probably due to high road congestion levels & also since many may be finding it a useful alternative to reach the newer technology clusters.

Kolkata's extensive suburban rail system includes a circular railway as well as a dedicated rail to connect to the airport. The circular & airport rail services are said to carry passengers numbering in single digits, sometimes. The Kolkata Metro has also not been successful, but all continue to run, since they have been installed.

Thus, investments estimated to cost hugely have tended to be put forward, without considering long-term implications of operating costs, passenger volumes & revenues. Given this abysmal record on cost, construction period lengths & poor traffic, the question is should we be investing in Commuter rail for Bangalore at all ?

To start with, the service would be handicapped with severe route restrictions, confined to only the existing track routes. Unless connectivity with Metro or faster bus services are provided from stations, this service may also end up in the same way.

One can understand why SWR has been so hesitant to get involved with this.

Commuter Rail System - for us?

Hello All, I've been regularly peeping into this site to see what’s going on, my interest began with the launch and delay of BIAL and I’ve been hooked on, KBsyed, idontspam, A mahesh, devesh and others ...i know all of you by reading your thoughts over the last year and hopefully you will continue to add your ideas.

Ok to begin with I was pleasantly surprised to know Hyd had a CRS within the city...attached are some pictures of the system..its impressive...while i think all other efforts like the metro and high speed link are all good options we should play around with this option too..Has anyone tried this before? i maybe late in suggesting this and there must be a reason for a seemingly good option not being implemented sooner?

Apparently the cost is about 328 cr for the second phase!!! Reasonable ah? also considering we have a extremely good railway network covering the Mysore road area, Yeshvantpur, BIAL (devanahalli) Electronic City and Whitefield it may just be more realistic....

This is the link to the pictures as I am not sure how to update these on this website: http://www.skyscrapercity.com/showthread.php?p=4328669#post4328669

Commuter Rail can make our city better

CTTP has all the details for improving transport facilities in Bengaluru through various options. While the Metro / Mono take their own sweet time for completion, making use of the existing railway network on a limited scale on a few routes can be an immediate solution. I understand that the railway lines cover only a certain portion of the city, and local train transport with feeder bus services will have a great impact for that portions. The Kengeri-Whitefield route can be a pilot route as it is already an electrified double track. With the BMTC & private industrial managements, including software tech parks providing feeder services from their respective places to the nearest terminals, this can be a very effective solution in the immediate future. Our daily traffic situation is only growing worser day-by-day and i believe if this is implemented in a small way, our city can become better.

Commuter rail for Bengaluru - state not interested?

First up, happy new year 2010 to all. I thought I should pick out one important piece from Sanjayv's summary post on Railway minister's recent announcements for our state. Minister says that the Bangalore-Whitefield-Krishnarajapuram track-quadrupling work could not be implemented as the State Government had not decided on commuter rail transportation and cost sharing.

What do we make of it? Is the state govt not "interested", or has not "yet decided" on the project? Taking the text literally, I would think that it is a case of state govt not having spent quality time thinking about the project and possibilities in detail. We haven't seen details of any cost sharing arrangements for this quadrupling project - the ball must be stuck there I assume.

Incidentally, I was at KR Puram station just this morning to pick up my mom. That place, station right next to two trunk roads, a new Metro station not so far away, is one transportation hub going waste.

Marathahalli is a similar place with rail/bus hub potential. So is Whitefield station, with Kadugodi bus stand right next to it. How close is the Wipro office area on Sarjapura Road to a Railway Line and Station? There is no need to mince words here - it is simply shameful to let all these solution opportunities go waste. Yes, its not easy, an eventual solution would involve state, Railway ministry and most likely a private party. But we are talking about possible solution for the only real and visible problem our dear city has today (relative to others in the country).

It will require some planning and investments (mentioned by lot of members over numerous past posts here):

Satellite railway stations (like how you have KSRTC doing satellite bus stations now) to free up the tracks inside the central city area
Some rail lines to "ring fence" the city, possibly connecting the satellite stations to further free up long distance rail traffic from going through the city.
Even with satellite stations, Byppanhalli-Salem single line would require some doubling work. But this one would perhaps be the only line needing doubling work, all other tracks we would want to use are all double.
And then, the usual coordination elements, the Rail/Bus/Metro connection features - subways, scheduling etc.

I don't really want to stop this post here. But I need help - If someone can support, we can draw these "satellite railway stations", and using cost figures from similar railways projects, even put a rough cost to the project to make Commuter Rail viable for the city.

I will try draw up KR Puram and Marathahalli areas using Google Map/Sketch.

Commuter rail to E-City may happen soon!

I was at a BCIC meeting this week wherein Devesh had invited Mr Arvind Jadhav (GoK's principal secretary for infrastructure development) over for a talk. Mr Jadhav mentioned some exciting plans, we should hear them soon in mainstream media. Commuter Rail Service was one of them, looks like things are moving, and we may get one or two services pretty soon! Here is a summary of CRS stuff that Mr Jadhav mentioned:

The main problem is this - SWR doesn't have capacity at the times when CRS would get used - peak morning and evening hours. They might have capacity during mid-day hours, but then, whats the point!
However, they have figured out possibility for a Yeshwantpur (YPR) to Attibele (Electronics City) service. It could start as early as six months from now. This is not official news yet, but Mr Jadhav sounded confident enough.
Services from YPR to Devanahalli side again has capacity problems, but GoK is pushing for doubling of line between YPR and Yelahanka. Its going to happen, and happen quick.
I didn't hear anything concrete on Whitefield, Nelamangala and Bidadi/Ramanagar sides. There is a long pending demand for Nelamangala-Bidadi service, it is being looked into.

Before jumping into details and using them to criticize (will stations be upgraded, how about the fares, is there a business case with just one or two services, will frequencies be good enough, any integration plan with BMTC, quality of coaches etc etc), let us congratulate the government on pursuing this with seriousness and intent. Lets get one foot in the door first, and the we shall see and ask for more - that seems to be the approach here. Not an issue with that sir, we all look forward to building some serious public interest and excitement for a Commuter Rail Service!

Another very interesting thing we heard regarding South Western Railways, and I see this linked to Commuter Rail in the long term was this. An idea being floated is to give SW Railways land near Devanahalli (ten tracks width worth of station) and request them to move some or all of their services from the City station. That would be a master stroke as it'd 1) develop BIAL's airport as a real mobility hub - arrive at Bangalore, take your Shatabdi to Mysore. and 2) it could possibly free up capacity on the tracks within the city to help expand Commuter Rail in future. Yep, it did remind me of this old post (Edge stations ...) here. Either way, I love this line of thinking.

Keep thinking GoK, we look forward to more action on these lines!

[PS: the post is based on my recollection from the talk, there may be some inaccuracies]

DRM's presentation (regarding Commuter Rail etc)

The following interesting points arose from the presentation made by the DRM (Divisional Rly Manager, Mr Akhil Agarwal), and the discussions that followed:

1) Track and platform capacity:
There are some 140 pairs of express (not all of them operating on all days of the week), and 90 pairs of passenger trains operating in and out of Bangalore (I am not sure I got the figures exact; but, they are around these). And, there is continuous pressure from the public to have them arrive/ depart during the peak hours (6 to 8 AM for arrival; 7 to 11 PM for departure).

As such, the tracks and platforms are too clttered presently to operate Commuter trains at desired timings.

Some stretches of tracks (particularly amongst the most busy ones like between Bangalore City and Byappanahally) are currently operating at over 150% capacity, allowing for 2.5 hrs maintenance breaks. Now, I must admit I didn't quite understand this fully, nor many others in the audience. For a non-IR man, 100% capacity would imply that he will then be seeing trains running throughout. But, apparently, IR has certain norms for determining the denominator based on safety and other aspects. Also, the DRM mentioned that unlike in coastal and level terrains like in Mumbai, they have to allow for higher safety factors in hilly terrains like in Bangalore, since the momentum of loaded rakes becomes a crucial factor here. During the discussions that followed, however, it appeared there could be a scope for reviewing these factors, and thereby increasing capacity. And, that's where, I believe, Devesh has requested technical help from PRAJAgalu.

2) Passenger (non-express) trains:
Another matter that became evident was the financial drag caused by the "passenger" (non-express) trains. The operations are totally uneconomical, and it is almost impossible to increase the fares because of vote bank politics. Most of them were introduced by various politicians to serve their respective constituencies, and then it became impossible to withdraw them. Some of them are well patronised (like the ones between Bangalore and Mysore), largely because of the low fares, compared to the bus fares.

And, there are plenty of them in operation eating into track and platform capacity, and during peak hours, denying the IR the opportunity to provide more revenue earning express and goods train services and thereby serve the public and economy better. The so-called social purpose of these operations thus becomes questionable.

An answer may be to offer all the regular commuters on these trains one year's free pass bus pass on KSRTC (paid for by IR), and then to withdraw these services altogether.

3) Additional tracks to Devenahalli:
While adding additional parallel tracks beyond Hebbal may not be difficult, doing that in the inner city is going to be extremely difficult.

4) Shifting of Bangalore City station:
There is no proposal to shift the Bangalore city station to Devanahalli.

Muralidhar Rao

Edge stations, ring rail, and leasing or acquiring SWR assets

Mr M N Srihari, a traffic expert on Yeddy's new elite panel for Bangalore infrastructure has been on the record saying that CRS is a solution for Bangalore. Quoting from this Daijiworld article:

“Utilising existing electrified railway lines within a 30-kilometre radius from the city centre and operating diesel-electric multiple units (DEMUs) constitute CRS,” ... each DEMU can have five to 10 coaches and can operate at speeds of 75 kmph. “Operating DEMUs can reduce 25 percent of traffic,” Sreehari said.

25% reduction in traffic!! Assuming the numbers have backing, what more do we need to convince Yeddy and gang to go chase SWR with CRS proposals? Enough is enough. time to take up the subject of commuter rail service for Bangalore. CTTP talks about it (see 7.5 - CRS). Masterplan-2015 has a proposal of utilizing 62 km track on making the commuter service possible in two phases (2007-2012, 2013-2018, each estimated at Rs 325 Cr) at total cost of Rs 650 crores. Things might have been easier if same party ruled at center and state, but we got to try.

Now, on to thoughts about how this could be done, that is - implementing CRS.

Lets talk the analogy of Ring roads, Outer or peripheral. The objective is to keep traffic going through the city (trucks) from coming in to the city. right? Now, do SWR goods trains enter our city? Answer would be yes. Don't have stats, but let us assume that 50% SWR's capacity in the city is consumed by non-passenger services. Given city's dynamics today, is this fair use of "land" held by them? Do I hear a no.

Next, take the analogy of Inland container depot at Whitefield, or the new Airport at Devanahalli. The idea behind both is to move or keep congested areas outside the central city.

Can the state government build two or three state of the art stations for southwestern railway, and in turn acquire or lease some capacity on SWR's assets inside the city? Don't give us examples of Mumbai Central and VT stations. Both the stations handle long distance as well as commuter traffic.

Long distance trains could all start from these new stations, we are talking places even beyond Yeswantpur, KR Puram and Nynadahalli.
State and SWR build tracks analogous to Peripheral Ring Road to keep through traffic away.
40%-50% capacity of SWR's assets inside the city are utilized and enhanced to build CRS. This could be a new public entity with GoK and SWR having equal stakes in it, or a PPP (a historic first for railways), or something that could integrate with BMRCL (Metro rail corporation).

So in the new world:

If you want to catch Jaipur express, you would go to your nearest station on the line that goes to North side station (say Yelahanka). Get down at Yelahanka, relax in the lounges of a world class station, and then you are in the hands of railways
Use trains to come in to the city from Nelamangala or Bidadi. No rush to catch them, you would get one every 9-10 minutes.
Perhaps the airport trip too gets covered in here. Cantonment to Devanahalli in 50 minutes.
Important trains (Rajdhani, Shatabdi), or local haul trains of SWR (Chennai, Hubli day runs) could leave from central city stations. SWR can run their container business in the city as well. But they will have to restrict themselves to the capacity agreed upon with them.

There are negative case studies, we know them. Chennai MRTS (that rail over drain they did), or Hyderabad MRT service (usage isn't very high we hear). But we are not talking significant new investments here - may not do new lines in the central city, new tracks come up only on the outskirts to create that ring rail like corridor. We are talking about better utilization of SWR's assets. To quote Mr M N Srihari again:

“Even though India stands third in the length of railway lines after Russia and the US, it is in the 18th position in term of utilisation,”

Wish we had better stats, the ranking itself doesn't tell the full story.

25% reduction in congestion is something that keeps our trees intact, reduces fossil fuel usage, and helps our city spread right and not just get crowded in the center. Those who want to take this up, please join in. We will chase and meet the three concerned parties - SWR, state government, and Railway ministry to at least hear their take on CRS. Its not that nothing is planned on this front. As mentioned above, Masterplan-2015 has a proposal on CRS. We just have to follow up on these proposals by reaching the right people.

On to some specific maps now. We will build these as we talk. Tarle, Vasanth, Sandeep, all CRS enthusiasts, please help.

North side satellite station possibilities
South side satellite station possibilities
Ring Rail to help merge/consolidate traffic to just 2 or 3 satellite stations and container terminal(s)

Imagine Sarjapur suburb area, with Commuter Rail

To continue the dream series, and realization around commuter rail (CRS) possibilities, how do you imagine the suburban area around Sarjapur Road if CRS were to be around? Yes, water problem is another thing, but on transportation front:

The station

Where is the Rail station? Well, something already exists.

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Dream 1:

Jigani/E-City industrial areas in 5 (local shuttle to bring me to station) + 15 mins (to E-City station) + 10 minutes (shuttle to drop to office) = 30 minutes of clean green commute.

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Dream 2

This one is even better and amazing. Sarjapur Road suburb to city-center (Cantonement) in 35 minutes not more. 5 mins (shuttle to station) + 20 mins (train ride) + 10 minutes (shuttle to destination in CBD).

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Dream 3

This one is bit like stretching it, but did you say you work in Yelahanka, and wife in Jigani? Worry not, its possible. Now that you got a hang o it, the route is predictable. 50 mins to Yelahanka? 5 mins shuttle + 35 minutes train + 10 minutes shuttle at other end.

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Nayandahalli Station Should Be Improved

Southern most station of Bangalore, Nayandahalli needs to be developed to offload the load on SBC. Currently, the people of southern Bangalore travelling towards Mysore need to go all the way upto City Station paying hefty amount to autos, stand in very long queues (sometimes miss the train because of not getting the ticket in time) and then take up travel. Hence most of the south bangaloreans take up buses from satellite bus stand.

Currently, there is no walk path from Railway station to Mysore road. People getting down in this station have to walk on the railway track till the next level crossing towards Bangalore side and then take up Auto. Second option is to walk through the slums next to the station till the Mysore road. It is very dark here and also it is not safe.

Express trains do not stop in this station. Only passenger trains stop. 1 minute stop even for express trains here will help lot of passengers of south Bangalore. There is only station building without any road connecting to it. A road of around 300 metres needs to be constructed connecting Mysore road to station with a prepaid Auto Counter. This will offload the passenger from SBC as well as make it convenient for the south Bangaloreans. In future as per the MRTS plan of Bangalore, this is going to become a transport hub with Metro rail and Monorail junction. This is the right time to act.

Report - Bangalore local train ride & meet

Ah! Ufff!. What an eye opener. Easily the best Praja meeting of all. I am so lost for words here. So would be IDS, Murali, Naveen and Manjari you bet. Otherwise, we would have logged in our reports yesterday itself.

IDS took the train from Hebbal. Naveen, Manjari and myself got on to it at Belandur station at 7:10. Murali sir joined in near Sarjapur Road at about 7:20. We were at Hosur station by around 7:50. Had our morning coffee there as the engine changed ends. Return ride started at 8:10 am. We were back at Belandur station by 8:45 or so. Need to check with IDS and Manjari when they reached Hebbal. But all in all, after watching clean and empty train, and nice little stations, all so close to the busy corridors and suburbs of Bangalore, we were all wondering why, why is it that this magnificent option is sitting underutilized while we all debate public transportation!? Anyway, here are the pictures.

The Belandur Road station. 1 km from Outer Ring Road, tiny, sleepy, more like a picnic spot right now. Stone's throw from Cisco office.

There was no one around to give us our tickets. But the counter opened by the time train arrived. 6 Rs per person for a ride till Hosur. IDS paid Rs 10 Hebbal to Hosur. How much would you be willing to pay for a comfortable smoke and traffic free ride from Hebbal to Hosur? Rs 30? 40?

Train arriving at BLRR

Murali joined us at Karmelaram, right next to Sarjapur Road, not very far from Wipro campus, and the sub-urban area building up around it.

Heelalige station, seemed very close to Hosur Road.

Missed taking pics at Anekal Road, but here is crossing Hosur Road.

At Hosur station.

At Hosur Station, ordering our morning coffee.

We did ride with tickets. Damn cheap by the way. Though I wouldn't mind paying more for more modern and reliable services, would you?

Not many trains at the stations we crossed, had ample space around the tracks for potential track doubling work. And buildings crowding around Hosur Road corridor were visible all along our ride.

So here it is folks, a story yet to be told and explored by our city. Reminds me of that famous sanskrit saying about the deer (Mriga) and Kasturi.

PS: Here is the exact route of the CRS test ride reported above, a detailed map, from Hebbal to Hosur, with all the stations pointed out. See for yourself, how this route can serve job and residential areas around Banaswadi, Outer Ring Road, Sarjapur Road, Electronics City, Jigani/Anekal and more.

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South Western Railway - please wake up and listen to us!

Thank you Business-standard for striking the right notes (See "Karnataka ignores ..."). So many of us see the potential of SW Railway's assets around our city and wish they woke up and listened to us.

"... experts feel that the Indian Railways’ network in and around the city can be utilised to ferry passengers at a fraction of the cost ..."

The point in the article that disappoints us most is:

"As to why state politicians and government officials are not interested, a source familiar with the decision-making process said, “Please realise where the incentive lies. Spend Rs 3,000 crore or more on your own — imagine the contracts that can be awarded — or give the Railways Rs 100 crore or maybe less to do the job.” "

Any reader here has any pull or contacts in SW Railway, could you please try get us more details on why SWR is not showing interest here? We are sure its a case of negligenence more than organized ignorance.

Tale of Hebbal station

Hebbal SWR station located in ward 20 adjacent to the ring road services wards 19, 20, 21 on the inside & ward 8 on the outside. The demographics of these wards lend itself to heavy public transport usage. Let us look at this station from a CRS standpoint

The station itself is bare and clean. The reservation counters are empty but the station manager is helpful in printing tickets to those who ask. It has 2 platforms with tracks in the middle. Only the platform closest to the entrance is used by the YH1 CRS train. This is possibly to prevent crossing over from the other platform as you will have to walk on the tracks to cross over.

Hebbal station looking towards Yeshwantpur

The entrance to the station is on the Ring road side.

Ring road west (towards Yeshwantpur) from station entrance

Ring road view east towards Hebbal flyover - Notice path to bus terminus

Primary problem with this station like many others on the CRS route is making it accessible from all sides via feeder service. While the access to wards 21 & 8 can be had from the ring road side. Wards 19 & 20 are totally cut off.

From station looking south towards Bhoopasandra main road. No access to the south from station despite being 100 mtrs away

Looking from Bhoopasandra main road to the station. The coconut & Sapota grove seperate wards 19 & 20 from the station

Current accessibility challenges

Hebbal station is fed by buses upto Hebbal bus terminus under the flyover. The station is a 300 meter walk from under the flyover.

Notice the pathway to the hebbal terminus in the distance. This is from pre ring road days where the Lake extended closer to the station

1. Most buses that arrive at this terminus are long distance, they dont service the immediate catchment wards mentioned above, except via trunk roads of Bellary road & ring road.

Taken from south side of the track, notice the bus terminus between the pillars

2. The bus stand itself might be shifted farther away towards the Nagvara side across the ring road at a future date and hence making it more inconvinient and possibly cutting off the integration altogether.

3. The present Hebbal bus terminus to Station is still a hurdle for the aged and disabled as the walk is substantial along the pathway.

Pre-ring road era pathway to the station from the flyover/terminus

The nearest bus stand to Hebbal station on the inside is Bhoopasandra bus stand at the border of ward 19 & 20 which is at the same distance from the west end of the platform as Hebbal bus stand is from the east end.

Top left to the end of the road is Bhoopasandra bus stand which serves wards 19 & 20. Across the coconut grove on the right is the Hebbal station with no access path

Solutions

Short term

Current schedule of YH1 makes it stop at hebbal only 4 times in a day.

1. Extend the bus from Bhoopasandra bus stand to stop at the Hebbal bus stand under the flyover on the south side coinciding with the 4 stop times allowing 15 mins for the 300mtr walk form the Hebbal bus terminus

To the right of the poster pillar is a defunct bus stop. The only bus stop to the south of the tracks which is near a cross over point

2. Run special feeder for catchment areas to Hebbal bus stand on both sides

Long term

Long term schedule of YH1 will become 1 every 20 or 30 mins.

We need to make buses stop on both North & South sides close to the station. This solution will work even if the Hebbal terminus moves elsewhere at a later date.

The existance of the Hebbal bus station under the flyover has caused a lot pedestrian cross overs which can be dangerous for a frequent operation of CRS. Hence the move to a more permenant location should be welcomed.

While the south bus stand can be the Bhoopasandra bus stand, the northern side will involve stop across the ring road on the far side for buses heading east and on the near side for Buses heading west.

A single subway from Bhoopasandra bus stand all the way across the ring road till Hebbal lake will serve the purpose. This subway will have 4 exists, 1 for each platform and one each for the bus stands on the ring road. On the southern side of the Station the access can be at surface level over the drain running across the coconut grove. This subway will prevent crossovers under the flyover.

Notice the drain running to the right of the picture. It goes all the way near the station across the coconut grove, A pathway either on it or across this grove can continue below the raised station as a subway and under the ring road all the way across.

Updates from the Railway Minister

There was an article in The Hindu today citing an announcement by Shri K. H. Muniyappa, MoS Railways- see link here.

Several items were of interest to the ongoing rail related discussions here. Unfortunately, this covers a broad swathe of topics. Some Bangalore related highlights of the report were.

Track-doubling would be taken up on Yeshwanthpur-Yelahanka and Yelahanka-Channasandra sections at a cost of Rs. 125 crore. The railway authorities had taken up the final location survey.
Subways at road over-bridges in Lingarajapuram, Banasawadi, Hebbal, Fraser Town and other places in the city
Road over-bridges would be built at Kodigena Halli, Sarjapur and Boopasandra crossings
Road over-bridges and under bridges would be built at Jalahalli across the ring road, Nagawara, Byappanahalli, Kengeri, Bapujinagar and Allalasandra
Work on the road over-bridge at Whitefield would be completed by March 2010
Widening of Bennigana Halli road under-bridge on Bangalore-Krishnarajapuram (NH 4) would be completed by May 2010
The Bangalore-Whitefield-Krishnarajapuram track-quadrupling work could not be implemented as the State Government had not decided on commuter rail transportation and cost sharing

More State related details are in the article.

Some comments: The bridge at Jalahalli is also in all sort of BDA documents, but probably also needs some Railway budgetary support and sanctions to move forward. Much needed, speaking as someone who suffered there only yesterday. Is there a plan to widen the ring road from the Jalahalli level crossing to NH4?

ROB at Whitefield - See a new deadline, this time by the minister. Will someone volunteer to send him a paper clipping and photographs at the end of March 2010?

See a summary of Praja discussions here.

Benninganahalli Road Under Bridge - this is confusing. Wasn't there a lot of talk about how this is a very complicated affair and needs 2 years to finish? I can see that sections have been cast to "push" in place on either side of the existing bridge, but one section may interfere with the on-ramp to the ring road, from a quick visual inspection.

Ben-ridge discussions on Praja. here, here and a compendium here.

Finally, now the railways is okay with Commuter rail, but the State Govt is the bottle neck?

Commuter rail Praja discussions here.

Using the present Indian railways as Commuter rail in Bangalore

For the past month or so, i have been regularly using the IR trains running between cantonment station and whitefield station to commute to my office near Whitefield. I am travelling by train only in the mornings, as the frequency is decent. Its a struggle to find trains in the evenings. I find the trains reliable and on schedule most of the time. Surprisingly there are quite few of folks from IT sector already using this service regularly for office commute. Approximate travel time from cantonment station to whitefield station is 40 min with 2 minute stops at East station, byapannahalli station and K R puram station. Find below my schedule for the trains....

And cost for passenger trains in Rs.3/- and express trains Rs.25/-.
It would good if more people start using the existing trains for daily commute and create a pressure on system so that IR will actually introduce commuter trains. Let me know if anyone needs more info on how to use IR trains for city commuting.

Regards,

Transportation Solutions for Bangalore

Everyone has opinions and ideas on solutions for Bangalore's transportation woes. This book will list some popular and comprehensive ones that came up in various discussions.

Economical Transportation Solutions for Sustainable Bangalore

Big Idea for Transportation in Bangalore - Plan for Non Motorized Transportation in Bangalore

When people refer to Bangalore, they immediately visualise the chaotic traffic scenario. A lot of concern has been expressed over the years on the congestion issue with government launching several schemes to improve its traffic (Building several Roads, Flyovers etc) but alas no solution!!

Problem

Bangalore has approximately 6.8 million trips daily. Urban sprawl in years has increased the trip lengths, which has resulted in decreasing mode share of public transportation and increase in private automobiles. The problem is not insufficient roads as made out by the authorities but the priority given to improve vehicular flow rather than improving people movements. The transportation share is nearly 20% of the Bangalore's landuse which simulates international practice. Than why so much congestion?
As per my estimate Bangalore loses out nearly 208 million Rs per day due to congestion (A very Conservative Estimate).
The root cause for congestion can be known from the fact that the 88% of total vehicles constitute only two wheelers and four wheelers, which contribute only 39% of total Trips.

Solution

It is very surprising to know that nearly 25% of trips are made in range of 1-5 km. Nearly 40% of those trips are made by motorised share (Cars/Bikes). We need to eliminate those trips by using non motorised transportation such as by walking, cycling etc.

Provide Pedestrian Facilities.

Bangalore lacks good pedestrian facilities. Pedestrians have to compete with vehicles, hawkers and encroachment to gain space. It is fact that nearly 40% of people killed in accidents in Bangalore are pedestrians. Improving footpaths are very economical way of sustainable transportation, which we often neglect. The pedestrian crossings are very rare to find in Bangalore roads. In fact you may find more number of flyovers in Bangalore than grade separated pedestrian facilities. Authorities need to improve footpaths/ provide pedestrian facilities at war footing.

Provide Cycling Facilities

Cycling as a mode of transport is virtually non-existent in Bangalore (less than 2%). Bangalore has nearly 477853 cycles. Such a large number of cycles does not transform into trips on roads basically due to lack of facilities (less than 15% operational trips). If proper facilities such as cycle tracks are provided by the authorities than the mode share has the potential to improve in Bangalore. It can also be developed as a feeder to public transportation by providing small parking facilities near prominent bus stops. Internationally the City-Bike System is the new big thing. It involves provision of city bikes with proper infrastructure (monthly-annually-fees) with several parking lots provided by the private party. It is considered to be the best option to demotorise thus having a sustainable city.

Stats From CTTP

Some related stats from Bangalore's CTTP (Chapter 3).

Distribution of Trips by Purpose

Purpose	No.	% Share
Home Based Work	1839819	29.27
Home Based Education	738799	11.75
Home Based Others	649737	10.34
Non-home based	92347	1.47
Employer Business	11747	0.19
Return	2953229	46.98
Total	6285678	100

Distribution of Trips by Mode of Travel

PT	Car	2-Wheeler	IPT	Cycle	Walk	Total
With Walk
2634471	416304	1845476	726425	139407	523597	6285680
41.91%	6.62%	29.36%	11.56%	2.22%	8.33%	100.00%
Without Walk
2634471	416304	1845476	726425	139407	0	5762083
45.72%	7.22%	32.03%	12.61%	2.42%	0.00%	100.00%

Distribution of Trip Length by Purpose of Travel

Trip Length (KMS)	Home Based Work	Home Based Education	Home Based Other	Non Home Based	Employer Business	Return	Total
0 to 2	327907	137356	28133	4852	1681	223144	723074
2 to 5	278904	78626	120412	17595	1712	458116	955365
5 to 10	433673	73612	87537	26870	1371	579279	1202342
10 to 15	422495	235376	222539	21646	3759	891636	1797451
15 to 20	281664	156917	148359	14431	2506	594424	1198301
20 to 35	95176	55422	41802	2939	675	200621	396636
> 35	0	1490	954	4013	43	6011	12511
Total	1839819	738800	649737	92346	11747	2953230	6285680
Avg. Trip Length	9.26	10.88	11.52	10.98	10.72	11.08	10.57

Average trip length for education is higher than average trip lengths for work. CTTP attributes this to higher education trips. It says since many educational institutions such as the Bangalore University, are on the outskirts of the city, the education trip length is high. CTTP also says, the percentage of education trips is comparatively low indicating that lot of education trips at primary and secondary level are intra zonal, due to availability such schools within most zones.

Distribution of Trips by Mode & Trip Length

Trip Length (KMS)	Bus	Car	Two Wheeler	Three Wheeler	Cycle	Walk	Total
0 to 2	197	46	142633	0	59137	521061	723074
2 to 5	117434	27809	482306	279891	45390	2536	955365
5 to 10	134333	151603	725082	165814	25509	0	1202342
10 to 15	1429620	152409	316173	192265	6560	0	2097026
15 to 20	612694	65318	135503	82399	2811	0	898725
20 to 35	329555	17627	43779	5675	0	0	396636
> 35	10639	1492	0	381	0	0	12511
Total	2634471	416304	1845476	726425	139407	523597	6285680
Avg. Trip Length	14.99	11.59	8.02	8.59	3.88	1.01	10.57

Trees and Transportation

Trees in trouble (http://www.deccanherald.com/Content/Jan292008/snt2008012849110.asp)
Plans are afoot to fell thousands of trees to make way for roads. Kathyayini Chamaraj wonders why trees have to always bear the brunt of development.

The voiceless victims of development, or rather, the devastation of Bangalore are its road-side trees, which until now also constituted its pride and soul. But, in the mercenary rush characteristic of new Bangalore, trees are considered a nuisance to be hacked away at the slightest inconvenience.

The latest is, of course, that the trees are a hindrance to people rushing about in their individual cocoons, called cars. Whole lines of trees on 84 roads, numbering thousands, are to be hacked away because Bangalore, if it has to be a global city with any self-respect, has to have 6-laned roads.

Alternative Law Forum, CIVIC, Environment Support Group, and a few concerned individuals, under the banner of Hasiru Usiru (HU), are daring to raise their voice against this collective suicide.

The body authorised to give permission for felling trees in any urban area is the Tree Authority, to be set up under the Karnataka Preservation of Trees Act, 1976.
* HU has questioned whether this has been constituted, with three non-official representatives, and if its permission has been taken for the large-scale felling of trees.
* HU has questioned whether road-widening is necessary at all since the proposed Metro will be passing through many of these areas and the quantum of vehicular traffic is expected to reduce on these roads.

Surprisingly, the National Urban Transport Policy (NUTP), which has been passed by the Union Cabinet in 2006, has enlightened elements, which have come as a god-send to HU activists.

The vision of NUTP is to recognise that “people occupy centre-stage in our cities and all plans would be for their common benefit and well being”. The NUTP recognises that “a disproportionate amount of road space is being allocated to personal vehicles”. The mission of the NUTP is hence to bring about “a more equitable allocation of road space with people, rather than vehicles, as its main focus” and “encourage greater use of public transport and non-motorised modes”.

The NUTP says the vision and mission can be achieved “by reserving lanes and corridors exclusively for public transport and non-motorised modes of travel”. The drawings of the plans to widen some of the roads, such as Palace Road and Seshadri Road, which have been given to HU, merely show two red lines indicating the new width of the road. The final design of the roads has not been given. (See below for these drawings)

HU has been questioning why an earlier decision to create dedicated lanes for cycles and two and three-wheelers, while retaining the trees as the median, was given up, after public assurances regarding the same were given in newspapers? Urban Planner Dr S Prasanna has submitted that it is possible to do this. In Bangalore, where the chaos and deaths are mainly due to cycles and two and three-wheelers weaving in and out amidst 4-wheelers, there is a case for such a design for the road. This would not only preserve the road’s aesthetics and be environment-friendly, but also add to road capacity, while enhancing safety and speed of travel.

The NUTP calls for the setting up of a Unified Metropolitan Transport Authority in all 1-million plus cities for better coordination. Karnataka is however one of the first states which has done this by setting up the Bangalore Metropolitan Land Transport Authority (BMLTA). The NUTP also calls for an ‘integrated urban transport policy and plan’ which looks at multi-dimensional ways of de-congesting the city. Widening roads has never provided the solution for congestion anywhere in the world.

The NUTP states that the Centre is willing to finance projects that “divert funds from projects that add to road capacity towards public transit systems” and “to promote non-motorised transport”. These points could be made use of to acquire more land, if necessary, along these roads to create additional lanes, while retaining the trees. As most of the lands in these areas belong to government, this should not be difficult.

In response to the memorandum submitted on 30.10.07 to the Governor by CIVIC on behalf of HU, the Chief Secretary & Chairman of the BMLTA called for a special meeting of the BMLTA and allowed CIVIC to make a 10-minute presentation on November 30, 2007. The meeting failed to address almost all of the concerns expressed by HU. Disappointed, a public meeting was called by HU on December 20, 2007. However, not a single member of BMLTA participated.

Meanwhile, a Comprehensive Traffic and Transportation Plan for Bangalore (CTTPB) has been drawn up by KUIDFC, accepts all the suggestions made in the NUTP but in its implementation plan, includes only a few of the measures. It does identify certain out-lying roads for the creation of Bus Rapid Transport System. But, it seems to accept road-widening as inevitable and hence many of the measures suggested and allocations made are for road-widening and construction of underpasses. However, there are no plans for introducing fiscal incentives and disincentives, such as congestion tax, graded parking fees, etc; no identification of only-pedestrian-zones, NMV zones; car-free days, etc. which could all be undertaken in the short-term to reduce personal vehicles on the roads.

There have also been reminders from the Ministry of Urban Development to the State. The Secretary to the Government of India has requested feedback from State authorities on action taken for the implementation of NUTP 2006.

The suggestions of HU were for an integrated, holistic, sustainable and equitable urban transport system for Bangalore. The onus to establish the rationale, on the same lines, for the current ad hoc decision to widen roads and fell trees, lies on the current decision-makers. Until the rationale and justification for the current decision is established, the plans to fell trees must be put on hold.

External Links (related work)

This consolidation is a set of links to related work available on the web.

> Two PowerPoint presentations by Das GV on AuthorStream:

Metro Rail too much to handle - Can we leapfrog...

Where as the need of a high capacity transit system for our cities is beyond any doubt,at a cost of Rs. 16000 crores for about 33 kms., as it stands on this day and further escalation anticipated, Bangalore Metro looks pretty expensive. Can Bangalore leapfrog into a next generation public transport system ? The answer today is a resounding "YES". The new system called MetroLITE will in turn use a fleet of eco-friendly vehicles - 15-seater open minibus and auto-rickshaw running on electric or 4-stroke LPG, electric cars, electric scooters and lots of bicycles - parked at demand-responsive locations around the city. These will be used to service short trips and feeder trips to an advanced form of on-demand bus service and carpooling. Metro/mono rail will be used at the high density corridors "at grade", wherever required. Together, it is estimated that at an average cost of Rs. 20 crores per kilometer for an estimated network of 600 kms., we can have a full-fledged transport system - that will offer personalised mobility services - for Rs. 12000 crores. Compare this with Metro Rail cost of Rs. 16,000 crores for 33 kms. A way to go...

PIL - To Sort out the Transport Mess

[Note: Work in progress - Copied from an email exchange, needs to be merged with the the PIL draft itself]

Our basic complaint is -----

In the past, the authorities had been trying to address street congestion only by expanding common use roadways & building flyovers – what normally would seem an easy solution to overcome such problems, apparently. However, this is a temporary measure, at best, & such responses by them were obviously incorrect in the first place. The correct response should have been to expand roads, whilst simultaneously work on solutions that try to keep a check on the growth in traffic, such as by charging high parking fees or by bringing in parking restrictions, controlling supply of parking slots, allocating lanes for buses as & when roads were being widened, creating infrastructure for faster bus movements (such as bus-only overhead ramps or underpasses), creating better pedestrian & bicycle infrastructure, & charging high for private vehicle ownership (high, annual taxes), etc..

None of these restraining tools had been used. Now, even after creation of the necessary lead institution, as recommended by NUTP, the various bodies still continue to address congestion in exactly the same tested & failed way.

Referring to Srivathsa's ideas:

a) On the complaint, we might want to add some data to it - e.g. the number of pedestrian deaths over the past 2 years, photographs of pavements along the arterial roads, width of pavements along arterial roads (we can take measurements) and check vs. IRC. You can add Sankey Road to your list (see the pavement next to the Golf course). The more details we have (even if as annexures) the better the chance we have.

Absolutely – Pavement widths, their poor condition with pictures can provide valuable support. For unsafe conditions, & particularly the vulnerability of pedestrians to injury & deaths, analysis /reports by Secon Pvt Ltd (with data up to 2006), titled “Bangalore: Silicon City or Black City?” could be used, with their consent (This had been posted earlier by TS). Their article had also appeared on World Transport Policy & Practice, Volume 13, Number 2, Oct-2007, by Eco-Logica, UK. These can be attached. We will require to get updates of this from Traffic Police.

b) You also say that - "negligible efforts at prioritizing public transport by the concerned authorities." BMTC can show how many buses they have added in the past 1 year and say that this is more than what even Bombay has added. So how can we say that public transport has not been given priority. (I think you are right, but what I think is not important). What do we mean by prioritizing public transport? - Bus lanes? better bus stops ?

What I meant was that road & related infrastructure developments are being put in place for creating common mixed-use road facilities, usable by all, with no efforts to segregate public transport buses & it’s users. No road investments have been made or are planned for 'bus only' use, not to mention proper sidewalks & cycle stands, at least at the approaches to bus stops. Whilst we concede that whole networks of bus-only infrastructure (such as a full-BRTS with physically separated lanes) is impossible, if not very difficult to plan on existing streets, at least where new additions are being made, such as flyovers or underpasses, provisions for buses to escape signal delays, etc. are not even being considered, even after the ‘discovery’ of quick installation underpasses, or ‘magic boxes’ as they are being referred to.

The only bus-exclusive facility in the city is outside the bus terminus in majestic, near railway station – one carriageway (on the right side) has been made bus exclusive. Narrow streets in market areas that see a lot of pedestrian movements (Chikpet, Balepet, Commercial street, Brigade road, Malleswaram–Sampige road, Gandhi bazaar, roads around Jayanagar 4^th Block complex, Yeswanthpur market, etc) should have been reserved only for buses, bicycles & pedestrians a long time ago when private vehicle ownership levels were beginning to rise steeply, but none of this was done to discourage them.

District Office rd (facing Cauvery bhavan, near KG rd), Raja Ram Mohan Roy rd, Kasturba rd (Hudson circle to UB junction), Nrupathunga rd, Seshadri rd – these wide roads in the heart of the city have all been made one-ways & have nearly five lanes each, many over 20m wide. About 6-7m could easily have been left for buses on one side (two bus lanes, to allow buses to overtake one another as necessary). Such a move would also have provided pedestrians some secure havens. Pedestrian walkways would have received more attention at least along these bus routes – Such efforts for bus prioritization have been Nil.

Likewise, when Richmond & Residency roads were made one-ways, Richmond circle flyover could have been converted to a bus-use only facility, which would have speeded them up & made best use of the now outdated flyover.

A questionable new-elevated road coming up over Hosur rd – the financing modes may not permit bus lanes over these. It is also quite logical to assume that BMRC will not plan a Metro alignment along Hosur road now since this was not planned & allowed for when constructing the tollway. When all this is known, there are still no plans for bus lanes at the bottom. Thus, this is again going to benefit private vehicles & encourages more car & 2-wheeler use, whilst bus commuting gets discouraged.

Proposals such as above may face political difficulties because they run counter to pro-growth forces & motor-vehicle owners, but a balance has to be reached somewhere - the tilt is excessive in trying to be overly accommodative to private vehicles, whilst ignoring the public transport users.

A key point in NUTP recommends exactly this – to encourage & support investments in facilities that would wean people away from the use of personal vehicles rather than build facilities which would encourage greater use of personal motor vehicles.

The Laissez Faire approach which provides infrastructure without focus on right of ways for buses or other non-motorized modes & not allocating sufficient pedestrian walkway widths is benefiting only car & 2-wheeler users as they, being more nimble, challenge buses, bicycles & pedestrians, & win the battle on the streets. This promotes further motorization & greater use of private vehicles, & the problem gets even worse

c) You might want to add how the one-ways have made life difficult for the bus commuter and that this is the ultimate road widening tactic and things still have not improved. We can count the number of pedestrian crossing facilities along the major roads.

One-ways can serve to discourage private vehicle ownership, but the focus has been to increase the speed of the flow of vehicles, & not to discourage them. As already mentioned, peripheral lane/s on the wider one-ways could have been left for buses, for buses to move either along the same way or in the opposite direction to plan routes better with savings in time, costs & in improving efficiency. A test of this was once done on District Office road, but was soon abandonned without any hard work by various bodies to overcome obstacles. The authorities clearly take the easy ‘exit’ route out, rather than to go through some difficulties & establish more permanent solutions.

Pedestrian crossings are put up at many spots now, but they are generally poorly planned, most of them being overhead, are not preferred since secure infrastructure for approaches & exits to stairways are far from satisfactory. If continuous, uninterrupted & even pedestrian walkways are provided leading up to the stairway & also past it, the utilization might improve.

A pedestrian underpass at BDA junction is a classic example – this leads nowhere as pedestrians have to negotiate the barrage of vehicles flowing past it’s mouths.

d) How much money has been spent on flyovers in the last 5 years and what improvement has it brought is another piece of data that will help. Richmond Circle flyover is the perfect example of money down the drain. The flyover was built and then the roads were made one-ways. The original flyover was a unidirectional design. Now we have a policeman on top!!!

Very Right, I think. Money spent on flyovers in the last 5 years have resulted in worse problems of congestion as they shift bottleneck from place to place. We might have to RTI for the amounts spent.

e) Judges normally allow PILs only as a last resort and if all other steps have failed. THey will ask things like - have you met Mr. Gupta? Have you met Mr. Subramanya and made your case to them? What was their response? Why have you come to us? What would our response be?

I agree that PILs will be allowed only if merited – We have to prepare for this. We have held meetings with various bodies, such as BMTC, BMLTA & need to meet them again, perhaps. We have made a possible idea presentation for bus priority lanes to feed metro to BBMP, & might want to check his position on this, just to be clear, although we know now that all efforts are to take the easiest of options that encourage private vehicle use & ignore all others, except for some token efforts to ward off criticism.

As Pranav mentioned, we will engage with the lawyer & the various bodies in parallel. Only when responses from authorities convince our suspicions will we decide to file the PIL, but I believe we must continue with these efforts.

f) I think the other thing that we need to fight against is corporators announcing grade separators in their localities. Traffic improvement must be left to BMLTA. Corporators should focus on local improvements (at least in my opinion) and be the voice of the people.

Absolutely. Ministers & Corporators competing for laurels is another piece of evidence that suggests that our leaders are immature & incapable. How much can we expect from such lame duck administrators ? The only answer to such misaligned interests is for us to file PILs to try to shake them up !!

Your further comments :

Coordination can be achieved by using the BMLTA better – this is a key point. We are not asking the judge to install a mechanism, he will not go in that direction. They cannot get into legislation. They can however demand that existing mechanisms and institutions work as intended. We have to prove that the BMLTA is not working as intended and because it has not been given the powers originally intended. Merely saying so will not be enough. Is it the speed of execution that is being affected? Is it the quality of execution that is being affected ?

Perfect Summation. We do not need any more bodies since the administration is already bloated, as it is.

A big question mark here – does the BMLTA have the necessary regulatory skills ? Or is it just another entity comprising bureaucrats with little expertise ? This need not necessarily be out of the purview of the judiciary, & is very relevant. Most of the institutions are run by bureaucrats with poor abilities & in the typical vintage India IAS style, totally disconnected from realities. These officials further their personal & departmental interests in that order. Why should ABIDE come into existence now ? This role should have been left for BMLTA. If it is not well equipped with technocrats & traffic experts, then they should be trained or hired afresh.

Bad policies can be reduced by sticking to the CTTP (are we sure?)

Personally, I am not convinced either as the CTTP recommended alignments for Metro & BRT are more supply oriented & not based on where demand is (ie. purely based on existing road demographics, & without any innovative attempts) – bus priority measures recommended within ORR are only at the periphery, whereas needs are far greater within ORR. Further, there is at least one other gaping hole – traffic projections (based on models) predict increases in traffic volumes even after all mass transport & road additions /improvements by 2025. Strangely, the CTTP has not addressed solutions for this at all, & in fact, seems to accept it.

Are footpaths not being provided though the CTTP says so? Are pedestrian facilities not being provided? The BBMP will turn around and say that they can't do everything in one year - but they have a plan for everything and all will be fine in 5 years.

This is quite correct – we will need to get pictures of the more recent developments by BBMP proving that their approach continues to be negligent of pedestrians. The poor condition of sidewalks, narrow widths, etc., diverge completely from IRC guidelines /NUTP /CTTP, all of which have recommended improvements to pedestrian facilities.

In a nutshell - we have to show causative linkages among the symptoms and what we believe are the root causes.

Very True, & let’s move – it might have some value for the city, even if we do not succeed in bringing about any changes !!

Draft PIL

PIL AGAINST THE STATE GOVERNMENT

THE COMPLAINT

The City’s inhabitants have been subject to unscientific methods of traffic control & regulation that are relentlessly being pursued by the responsible authorities. This has seriously jeopardized pedestrian safety & movement on the streets. It has also increased dependence on private motorized modes for mobility, forcing people away from walking, bicycling & public transport. There has been minimal consideration for the welfare of pedestrians & bicyclists & negligible efforts at prioritizing public transport by the concerned authorities. This has led to a huge increase in the no. of motor vehicles in the city.

Sidewalks for pedestrians on major arterial roads that are being widened, such as Racecourse road & Seshadri road have deliberately been made very narrow & left uneven, reflecting low priority, whilst vehicle carriageways have been made excessively wide after increased road width available with land acquisitions.

Despite evidence & examples that such unscientific road development results in even more private motorized traffic that slows down movement of public transport & severely disadvantages walking & bicycling, the city corporation continues with these undesirable methods to deal with traffic & congestion. These unsatisfactory responses to the needs of the city by the city corporation must be stopped urgently as it has been causing a great deal of inconveniences to the general public. Unless this is halted, the quality of life in the city will keep deteriorating further.

The administrative structure & mechanisms have clearly failed & have not been up to the task. In fact, they appear clueless about steps to be taken to rectify the situation. A well coordinated & planned effort by all concerned agencies is what is required to address the urgent issue of street congestion in the city, but such a plan is yet to be prepared, though a study with recommendations has been ready for long.

RECOMMENDATIONS BY THE CENTRAL GOVERNMENT

To prevent such singular & one-sided attention & others from being ignored, the central government’s National Urban Transport Policy (NUTP-2006) had prescribed the formation of a unified Metropolitan Transport Authority to co-ordinate with various bodies & to halt such indiscriminate, unplanned responses that only aggravate problems. The State government had accordingly constituted the following bodies:

1) The State Directorate of Urban Land Transport [DULT], under the Urban Development Department vide Order No. UDD 134 BMR 2006 (I), dated 8.3.2007.

2) Bangalore Metropolitan Land Transport Authority (BMLTA), vide Order No. UDD 134 BMR 2006 (2), dated 9.3.2007 with the following functions :

To co-ordinate all land transport matters in Bangalore Metropolitan Region.
To prepare a detailed Master Plan for Transport Infrastructure based on the Comprehensive Traffic and Transport Study (CTTS) for Bangalore.
To oversee implementation of all transportation projects.
To appraise and recommend transportation and infrastructure projects for bilateral / bilateral Central assistance.
To function as empowered Committee for all Urban Transportation Projects.
To initiate action for a regulatory framework for all land transport systems in BMR.
To initiates steps, where feasible for common ticketing system.
Take any other decision for the integrated urban transport and land use planning and Implementation of the projects.

However, the existence of these bodies for over 1½ years has had no effect so far & no steps have been taken to reverse this unsatisfactory trend. No attempts have been made to bring about much needed changes. Pedestrians & bicyclists continue to be losers, whilst public road transport has become time-consuming for commuters. Pollution levels have been worsening in the city.

THE VIOLATIONS

Environment friendly measures that need to be promoted are being ignored. Cleaner, greener initiatives in the city & with road transport planning have so far been grossly inadequate with large increases in traffic volumes. Thus, the central governments’ policies & recommendations under the National Urban Transport Policy (NUTP-2006) have not been adhered to & in fact, the city’s development has diverged away from NUTP-2006 guidelines. Norms for street planning, as outlined by Indian Road Congress (IRC) have also been ignored as pedestrian facilities have been seriously compromised with narrow, broken down sidewalks that are not in conformity with prescribed guidelines. There have been no bicycle-friendly initiatives as per NUTP-2006 & IRC guidelines. The green cover with shady trees by the street sides is being destroyed with each road widening.

Whilst BMRCL is constructing the first phase of a Metro-rail network based on previous study recommendations, other government bodies have ignored most other recommendations as outlined in the latest transport study (CTTS). The study had recommended a Commuter rail system (CRS) on existing rail tracks, a Bus rapid system (BRT) & also a Light-rail (or Monorail) system. None of these systems are being pursued nor planned yet, though it has been over 1½ years since the study had been concluded. The city corporation has, contrary to recommendations, turned it’s attention to provide ‘signal-free’ corridors on Bellary road (road to new airport) & on eastern half of Outer ring road for all traffic now – an effort echoing it’s past responses to increased traffic scenarios. Such recommendations were never made in the CTTS study report. Prioritized bus services, or BRT was what had been recommended on Bellary road & on eastern half of ORR.

THE PLEAS

1) Generally, the relevant transport bodies, such as BMTC, SWR & BMRCL, the body that is building the Metro-rail system, aided by the city corporation (BBMP) & the City Traffic Police must plan a complete shift out from the present stalemate. They need to work as a team with a common goal, with full coordination under the direction of BMLTA, the Unified Transport Authority for Bangalore Metropolitan Region (BMR).

2) Based on the recommendations from CTTS, all relevant bodies must together prepare a plan to relieve the city’s roads of excessive traffic. Such a plan must include development of all public mass transport systems with full details, & include measures to restrain traffic with TDM principles, as will be necessary once the Metro rail & other mass-transit system/s are operational in the city. Once a plan for decongestion & various mass transport route alignments & modes, etc. is ready, & agreed /accepted by all bodies, it must be well publicized for public support & objections, if any, & for eventual implementation. Once finalized, each body must adhere to it’s responsibilities as per the plan with no deviations, whatsoever, unless extraneous conditions warrant a shift, as agreed to, by all parties. All through these phases, the concerned agencies must coordinate & work with full co-operation with one another.

3) The plan developed as above must include alternatives in case construction of one or more of the various modes of mass transport lag behind in time.

4) Since the creation of DULT /BMLTA has had no impact whatsoever on the city’s road traffic & public transport administration until now, it is desirable that BMLTA be accorded more statutory powers to provide stable & full umbrella arrangements for overseeing all aspects for relieving congestion & public mass transport development, including scrutiny & approving various road development schemes by the city corporation (BBMP), whilst ensuring that future demand analysis that takes account of an operational Metro rail system & also Commuter Rail /BRT systems is mandatory for all future road developments.

5) Construction of phase-1 of the Metro rail project is expected to be completed by 2012 & trains would become operational from then on. The concerned authorities do not seem to have charted what feeder bus routes would be necessary to help commuters reach the Metro stations. The various bodies under BMLTA, particularly BMRCL, BMTC & SWR need to urgently commission a joint study & finalize bus feeder system requirements & routes for the Metro-rail for all phase-1 stations & commuter rail stations along routes that may become operational. Based on this study, near term road development programs can be finalized, instead of ad-hoc road widening, as has been the case to-date.

6) The various transport bodies also need to conduct a study well in advance before completion of construction of phase-2 of the Metro-rail (& phase-3, if there is a 3^rd phase), to determine what feeder routes would be necessary, taking into consideration other modes of mass transits that might also come up by then.

7) The plan must also include a study to be carried out at an appropriate time to work on feasibility & for appointing a regulatory body to pave the way for privatization of bus services within the city as the no. of routes would be enormous with increased areas & shorter feeder routes, without any compromise to commuters’ interests.

Tax Sops to encourage use of Public transport (BMTC) ?

About the above discussion on Poor response BMTC I have following suggestion where in a common man is encouraged to use Public transport by giving Tax sops to him by Governament.

Most of the private companies issue food coupons on the monthly basis to their employees. With these coupons employees are forced to do purhcases in the outlets even though they are not comfortable with it. In the similar lines BMTC/Govt should issue monthly BMTC prepaid vouchers/passes where in the bearer of such voucher/passes is entitled for a ride using this transport. The passes should be compulsarily issued by all by the employers in exchange of travel allowance. And there is a income tax benifit out of it as well, which will make employees to use it.

This will enforce many people who has the habit of going to MG Rd/Commercial st/To Office using their private vehicles, use this facility(public transport).

The govt can also think of converting Rs. 800/- pm given towards transportation allowance to the employees to these BMTC vouchers. I think this is perhaps the the good way to handle laziness of people.

Please put in your views,
regards
Srinivas Rao. M

Urban Transportation reforms around the BMLTA concept

In the telecom space, you have TRAI which is a national level regulatory body. Rightly so, since telecom networks have national footprint through interconnections, it need not be looked at as a state subject. Drawing a parallel for our state, think of extending BMLTA concept - a Karnataka state land transport authority (KSLTA). Why so? Because we want efficient two or three change connectivity from Whitefield to Haradanahalli as well, and not just to Jayanagar or Malleswaram. Just like the primary schools, every region needs good connectivity.

KSLTA can have circles defined for local transportation, just the way telecom world has circles that span 1 or more states. There could be a fixed number of operators in each circle. Some rolling stock operators could be allowed the equivalent of "STD", meaning they can offer inter-circle transportation as well, but there would be separate set of norms for long distance (inter circle) routes. The norms would look like this

Mandatory direct or indirect connectivity between hubs like Bangalore and remote and potentially non-profitable areas.
Not mixing the local and long distance loads
Adhering to price guidelines, there could be two - one for local and another for long haul commutes.
Guidelines on safety, operating conditions and quality of service (similar stuff as in UP govt's note about opening up its road transport sector)

"Roaming" should be a strict no no. Meaning, bus registered in one circle must operate in that circle. The inter-circle buses must do only long haul (inter-circle) business. So, a bus going from Bangalore to Kolar can't stop at HAL to pick up passengers for Marathahalli and Whitefield.

Inter state routes would require some more thinking, as there could be different sets of norms across states. A "reciprocal slot" approach could work here, basically on the lines of how international air routes are worked out. So, as an example, there would be equal number of bus trips originating and ending at Bangalore and Chennai (say 100 from Chennai, and 100 from Bangalore). But a Bangalore based operator could "lease" out its route to a Chennai operator (like how Air India does on many international routes today, it can't afford to operate, so gives them out to that country's carrier).

To summarize all of above:

In such a world, there wouldn't be a BMLTA, only a KSLTA. Why? Because you don't want to enhance public transportation only in Bangalore Metro Region, you need it everywhere. Its a basic, like primary education. Or else, you will be expanding Bangalore's boundary every 5 years, whereas, 'equal' development will create "peer" hubs around Bangalore without requiring special attentions and more B* bodies.
There would be operating circles. Bangalore Metro region could be one. Mangalore-Udupi region could be another. There will be some study required to carve out these circles. Can't have too many of them, nor too few.
Inter-state routes will be regulated as well, so that Karnataka based operators get eqaul share of any KA city's prosperity. Number of intestate routes could be driven by demand. But there must be some reciprocal arrangement.
Last, KSRTC, BMTC etc can choose to continue to exist. They can be given the first right of refusal in all KA circles. They could be given a fixed percentage on all interstate routes. And if they get their act together (they certainly can, look, they are so much better than many other state's operators), perhaps KSRTC/BMTC will exist and prosper like BSNL and MTNL!

How does it sound? If someone can do a Karnataka map with possible "local transportation" circles, that will add some cheese here.

Bengaluru Light Rail

A tram-train is a light-rail public transport system where trams also run on main-line train tracks for greater flexibility and convenience. Most tram-trains are standard gauge, which facilitates sharing track with standard gauge mainline trains. Tram-trains have dual equipment to suit the respective needs of tram and train, such as support for multiple voltages and safety equipment such as train stops.

Example of such light rail include the Bombardier Flexity swift model which can share metro infrastructure or run on streets

Bombardier Flexity Swift Flexity swift on street

This light rail system can be run as a connector service to the metro. This can run at grade on medians of broad roads like ORR, IRR, Bellary road etc. It can also run on elevated tracks or go underground where necessary. It can share metro infrastructure (power lines, signaling systems, rails, low platforms) and because it is low floor it is disabled, stroller and luggage friendly and can also double up as connections to airport.

My proposal is to run such a light rail along the following routes

1. IRR connecting Byappanahalli Metro station to Madivala serving Indiranagar, Airport road, EGL Business park, Koramangala along the way.

2. ORR Connecting Peenya to KRPuram

3. Bellary road Connecting MG road/Chinnaswamy metro station to Hebbal interchange

4. Chord road Connecting soap factory metro station to Vijaynagar Metro

5. ORR connecting KR Puram to Silk board.

6. Bannerghatta road Connecting Silk board to RV road metro station via madivala.

7. ORR connecting mysore road metro station to Silk board