As outlined below, the formation of the prescribed bodies to tackle traffic congestion & to improve living conditions in the city was completed some time ago as recommended. Despite this, no concrete steps seem to be planned to stem the rot. The same old solutions continue to be doled out – the usual widening of roads after felling more trees & introducing more bus routes. These temporary solutions have been making things worse as widening roads invites more vehicles & the losers continue to be pedestrians & public transport users.
As I had mentioned in an earlier blog, the quality of street–based public transport can only be as good as traffic conditions will allow it to be. With average traffic speeds around 13.2 km/hr during peak hours in the city, fast, dependable quality bus services will never be possible unless buses are offered priority measures & are not subject to traffic delays. Unless measures to ensure this are taken, the larger business groups will shy away from city bus services if & when they are privatized.
At this stage, the other relevant bodies, such as BBMP & BMTC should be planning a complete shift out from the present stalemate, with the confidence of the public, but they seem to have pinned their hopes altogether solely on a Metro system that by itself, will never be able to solve the myriad transport problems.
The above seems adequate for filing a PIL against the State Government, questioning them as to why urgent steps are not being taken to address traffic & congestion problems in the city & to accord BMLTA with necessary powers to do the same expeditiously & on top priority.
KUIDFC (Karnataka Urban Infrastructure Development & Finance Corporation) had initiated a Comprehensive Traffic & transportation Plan (CTTP), which was carried out by Rail India Technical & Economic Services (RITES) & made public in October, 2007. (Please refer to relevant findings from the CTTP report reproduced below & discussions posted previously on Praja).
The CTTP report had reported the following relevant facts, which are undisputed :
1) Sec.3.9.5 – The average peak hour driving speed in the city was found to be 13.2 Kmph.
2) Sec.3.10.3 – Opinion Survey : Over 70 % of commuters feel that :
- buses are delayed, resulting in long waiting times
- the frequency is not adequate
- distance to bus stops should be less
69 % feel the numbers of routes are not adequate.
98 % of respondents are in favour of MRTS in city
81 % would like feeder bus service to MRTS stations
89 % would like to have parking facilities at MRTS stations
90 % prefer single ticketing system between bus and MRTS
3) Table 3.18 – Modal Share of Public Transport has dropped from 55% in 1982 to 45.7% in 2006. Sec.3.13.1.8 – 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.
4) Sec.3.11.2 – Traffic Police have resorted to manage excessive traffic by introducing one way systems in central areas. 87 kms of roads converted to one–ways in the last two years alone.
5) Sec.3.13.1.3 – Traffic composition on roads indicates very high share of two wheelers. The share of cars is also growing. This indicates inadequate public transport system.
6) Sec.3.13.1.4 – Vehicle to Capacity ratios on most of the roads are more than 1.
7) Sec.3.13.1.4 .6 – Household surveys indicate high household incomes. So the vehicle ownership levels are increasing. In the absence of adequate and comfortable public transport system, people are using their personal modes creating not only congestion problems but also environmental pollution.
8) Sec.3.13.1.4 .7 – The household 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 substantially.
9) Sec.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.
10) Sec.3.13.1.10 – 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.
11) Sec.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.
12) Sec.3.13.1.13 – Large areas are being planned by BMRDA in the BMR. This is likely to increase interaction between Bangalore and suburban towns. There will be need to provide commuter rail services to these towns from Bangalore.
The Government of Karnataka, in its Order No. UDD 134 BMR 2006 (I), dated 8.3.2007, had created the State Directorate of Urban Land Transport [DULT] under the Urban Development Department.
BMLTA was created vide Government Order No. UDD 134 BMR 2006 (2), dated 9.3.2007 with the following functions :
- To co-ordinate all land transport matters in the BMR.
- To prepare detailed Master Plan for Transport Infrastructure based on the comprehensive Traffic and Transport Study 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.
The National Urban Transport Policy (NUTP–2006) had recommended setting up of Unified Urban Transport Authorities in cities with populations exceeding one million. The NUTP recommendations were to facilitate better coordination between planning & implementing agencies of urban transport programmes & projects, & integrating management of urban transport systems. See below for relevant extracts from NUTP–2006. Extracts from National Urban Transport Policy :
- A. Incorporating urban transportation as an important parameter at the urban planning stage rather than being a consequential requirement.
- B. Bringing about a more equitable allocation of road space with people, rather than vehicles, as its main focus.
- C. Encourage greater use of public transport and non- motorized modes by offering Central financial assistance for this purpose.
- D. Enabling the establishment of quality focused multi-modal public transport systems that are well integrated, providing seamless travel across modes.
- E. 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.
- F. Establishing institutional mechanisms for enhanced coordination in the planning and management of transport systems.
- G. Introducing Intelligent Transport Systems for traffic management.
[PS: Removed formatting due to HTML problems - blr_editor]
ಪ್ರತಿಕ್ರಿಯೆಗಳು
I am game. We would need more stats and research
Was thinking of some stats and research we would need to prepare the case for this PIL
Some key stats IMHO
If 3-4 of us can join hands to do some research, I am game for sponsoring and working on this PIL.
More research points
Some more points to read and research
It looks it should be possible to prove that city is not taking transportation planning seriously, but it will require good reading, research and meetings with some people.
The other angle for the PIL could be our time. How much value do we put on our commute time? Is saving on this time something in public interest? Is it in public interest to expect better than 13.2 kmph which is the avg commute speed today? Measures taken in past 5-6 years how have those impacted the average commute time? gone down, right? Did it go down simply because the city got more people than it planned for? If yes, then how many people is the city planning for every year (to prove that it got more migrants than what it expected)?
Research for PIL
Trams anybody?
A viable alternate solution is to run low floow trams on the streets. Bombardier and Siemens make these low floor rolling stocks. These low floor trams can use existing busstops and pavements. Zero pollution, save on fuel bill. It is the width of a Volvo bus ie fits one lane. Longer than an articulated bus and can be as long as metro trains. You can attach how many you want based on demand. No putting up pillars, digging, displacement, multicrore norman foster stations etc. All they will need is embedded tracks close to the pavement. Vehicles/Buses can use the tram lane when the tram is not using it so no worries of blocking the lane for tram. All you need is draw a overhead line for electricity using the existing light poles on the pavement. Advantage is orderly movement of lots of people and very little expense compared to metro trains. All corridors with more than 1 lane can be a perfect candidate. This probably fits 90% of Bangalores major throughfares. Mini bus connectivity into residential areas can be BMTC revenue.
Trams - Expense is the Problem
All rail-based options for Mass transit cost phenomenally more than BRT. This apart, rolling stock is much more expensive to maintain than buses.
As per my understanding, the cost/s per km are appx'ly as follows :
Metrorail (Underground) - 350 crs+
Metrorail (Elevated) - 180 crs
Monorail (Elevated) - 135 crs
High-speed Trams /Light Rail (Surface) - 65 crs+
Prioritized BRT (On surface /existing roads) - <15 crs
There are also other disadvantage/s - Trams /Light-rail is designed to run on embedded tracks on roads, sharing road space with all other road vehicles. Due to this, a great deal of enforcement would be required if they must be made dependable & on time. Designing priority & exclusivity for them can possibly be done at extra cost, but it would be much more challenging than for BRT, particularly at intersections, as longer ramp lengths & larger curvature radii would be necessary.
Light rail will most likely fail in Indian cities as they will get caught up in traffic like the trams in Kolkata, & offer nothing more than what ordinary buses are already providing, other than probably better comfort.
Chance to improve enforcement
Cost per km
Suhas
Suhas
TRAMS
Experience the changes over time
Light Rail requires a highly disciplined populace
Tram Debate
BRT Vs Trams
TRAMS; Experience the changes over time
Outcome of the PIL
Suhas
Suhas
PIL - possible outcomes
Bottomline - transportation is a basic need of urban or rural population. I would say that its my right to expect and demand a transportation arrangement from any where to anywhere at average speeds of 40 kmph for local distances, and 60 kmph over longer distances. Help fulfill my basic right to move.
At high level, two outcomes could be expected
Courts or government can recommend experts to plan and execute the needed reforms. We are not the experts, we are the aggrieved party.
Going to some details:
So, for a big example: BMLTA would be the body to decide whether city needs an expressway to the new airport, or a BRTS corridor over NH7, or extension of Metro from Byappanahalli, or a High Speed Rail, or all of them. Right now, it is just not clear as to who owns connectivity to BIAL: BMLTA's HLTF, BBMP, BDA, BMRDA, KRDCL, NHAI, Minister in charge for Bangalore, or the Chief Minister. Who owns the BIAL commuter number predictions, and who decides how many modes are needed. Who will be responsible for mode exchange points, like say at making sure that I don't have to lug 5 suitcases from Metro at Minsk Square to CAT at Parade Grounds.
For small examples: BMLTA could turn down request for a flyover that doesn't include provisions for a bus bay under its belly, or a road widening project that doesn't include plans to control parking on the newly added road space.
If I go and ask for a bus stand to be moved from a messy location, I wouldn't have to go to BMTC, then BBMP, and the Traffic Police. I would address my greivance to BMLTA, and they will be answerable.
If I go ask BMTC about hey, whats happening to the BRTS, I would be asked to go talk to BBMP for BRTS in Central area of Bangalore, and then go ask BDA for BRTS on Outer Ring Road, and possibly BMRDA for BRTS on Peripheral Ring Road. In single transportation agency world, BMLTA will be the responsible body, the actual work may be executed by BDA/BMRDA and BMTC depending on their jurisdiction areas.
There is some thinking to do here. But the point is, present system of running with plans (like executing CTTP) and taking short term (widening and flyovers) or slow (Phased Metro implementation over a decade, slow on mono, BRTS) measures are worsening the problem. Govt sure has its reasons for being slow or being unable to take long term measures besides Metro. The PIL will at least let us hear what their constraints are, and will make govt share its problems and frustrations with all.
We would need a meeting to work on this PIL, and lot of research as well. But some of us here are absolutely serious about doing one.
Ideas for PIL
Possible PIL - Data & meetings
Hi All,
With reference to the above ----
1) I think we may need to meet BMLTA, BMTC & DULT /UDD officials to get their take on what is being done from their side to address the traffic woes of the city.
2) A meeting with SWR could also be considered to check on the progress with CRS, if any.
3) Restricting supply & control of parking is crucial to bring about a turnaround - Dr.Subramanya's BBMP presentation at the TransInnova summit seems a reasonable effort - we need to find out how BBMP intends to acheive these parking policy objectives. An important part of his presentation, "Strategy matrix developed to achieve the proposed parking policy objectives" was not included with the presentation.
We would also need to find out how the other bodies are assisting BBMP with this (as mentioned in the presentation), & if so, what steps are being taken.
4) It is clear that ad-hoc actions by one body whilst other entities remain ignorant will not resolve the many problems facing the city - the city has failed to finalize a comprehensive plan for adressing it's traffic woes, though CTTP has made several recommendations based on surveys & studies.
Other cities, such as Ahmadabad & Hyderabad have a complete roadmap for all the proposed additions to mass-transits with alignments decided & finalized so that all stake holders are fully aware about long-term plans for decongestion & work towards a common goal. Public support & co-operation would also be better with such a plan. We would need to check why such a plan is not being attempted in bangalore, a city with the worst possible congestion problems. BMLTA should be attempting this, but are they ? We need to find out.
5) We also need this data - Increase in traffic between 2000 & 2004, & from 2004 to 2008 to-date - it appears that the rate of increase in traffic in the city is growing as time passes, but we need data proving this.
Those who could assist, please respond, thanks.
Await Suggestions & Comments from all.
Background for PIL
Suhas
Suhas
Yes, the PIL can wait, but
There is no rush. We will first understand the current framework under which transportation investment and improvement decisions are made, starting off with yet another meeting with BMLTA to understand their current legal standing and say.
We would also do some data-mining first to understand impact of investments made over last 10 years by city agencies and state government into transportation infrastructure:
The legal side of arguments for the potential PIL would be
The PIL has to have the emotional part (which we all know - we need better planning, congestion is hurting us all). but legal and constitutional aspects would be the key parts, and we need some thinking, help and research there.
Before we do any PIL, we would go meet all bodies concerned - BMLTA, BBMP, BDA, State government ministers, South Western Railway (if required).
Bottomline, there is going to be a lot of fun work - would need at least 10-12 people, half can be remote/online for google/phone based research and digging.
Last point - We certainly don't wish to be seen as a confrontation orieted group, but what do we do? We are seeing more of the same - more flyovers, expressways and road widening. We can be patient and wait for Metro, but hoping that BMRC, BMTC, BBMP and BDA will ensure that Metro starts with smoothly integrated cab/bus/metro system in place is a bit much.