BRT is not working, admits Sheila Dikshit

[Amit Paranjape]

Has there been a rethink on the Bus Rapid Transit corridors? 

"I am sorry, we have not been able to have a success in that. Therefore, all other BRTs we had thought of have been put on hold. Mabye, we do not have the expertise. I believe that those countries which have implemented BRT are weeping now. Let's see what happens. So, rest are on hold."

http://timesofindia.indiatimes.com/city/delhi/BRT-is-not-working-admits-Sheila-Dikshit/articleshow/20040509.cms

[Ranjit Gadgil]

Political will is perhaps the first necessary condition for successfully implementing BRT, especially in emerging economies. Delhi has also pursued schizophrenic policies with respect to transport, primarily not taking any steps whatsoever to curb transport demand, aka putting some restrictions on the usage of cars.

This having been said one ought to have a list of critical success factors - how do we decide if BRT (or any project for that matter) is a success or a failure and then evaluate according to that list.

We've asked the Traffic Police for instance to do the same for (say) one-ways.

-- Ranjit

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[Anil Risbud]

Ranjit,

Good point. Can WE formulate such criteria for Pune BRT? Though the tough part is establishing that the alternative (i.e. not implementing the BRT or the metro or not adding to the bus fleet) would have been much worse.

A politician's method is to mainly listening to those who make the most noise rather than going into the why and the how, esp. in the absence of such objective criteria.

Quoting Ms. Dixit from the same interview:-

But the funny part about BRT which has made me indecisive is that there are people who come and tell us that it is the best thing to happen and then there are people like you who feel it is a mess.

rgds,

Anil Risbud

[Ranjit Gadgil]

Not sure if this is the right document for establishing success factors - I think this is more about the system itself.

http://www.itdp.org/microsites/the-brt-standard-2013/

But it would be a good exercise to decide these factors.

-- Ranjit

[Anil Risbud]

yes, it seems to be about grading the maturity of a BRT implementation in a city. (or city route).

the scorecard template is a nice too.

the 2 A'bad routes 'got silver (70-85 range of 100) while New Delhi's roue got "Basic" (< 55).

p.s. As you said, the KSFs we are talking about would go beyond these "BRT characteristics".

Anil Risbud

[Amit Paranjape]

Hmm..and the oldest BRTS in India - Pune, doesn't even appear in the rankings?

[Jayant Joshi]

I had taken a stab at ranking the pilot BRT against that scorecard a year ago, and if I remember correctly, Pune BRT scored 29 or so out of 100.

[Anil Risbud]

Ranjit,

Trying to take your excellent suggestion on KSFs (BRTS Key Success Factors) forward.

Others are welcome too, to contribute.

I believe the KSFs for BRTS must be both, quantitative and qualitative. Also, we need to focus on  the "why" and "how", not so much on "what". Also, the qualitative needs to be quantified, e.g. thru' surveys. Focus should be on results.

That means, as long as the "BRTS = metro on the road" meets fundamental objectives of mass PT (the "why"), and these are achieved in a planned, systematic, objective, measured manner (the how - as against ad hoc, arbitrary,  only to consume funds etc.), we may want to tolerate the necessary tradeoffs need to be taken (the what) to adapt the BRTS concept for Pune's conditions. (e.g. narrow roads, parking realities etc.)

As a first cut, the following is a first cut set of metrics/measures, both quantitative and qualitative. These are to be measured, say by the end of the first year of full operation.

I. Metrics, that are Quantitative "Result" measures

=====================================

1. Attaining "x" pphpd capacity at peak hours, as measured at busiest spots along the route.

    ( this figure better be higher than existing PMPML data, and yet, less than saturation capacity !)

2. Reduction of end-to-end trip time w.r.t. corresponding old PMPML route, by "x" %.

    Say 25%.

3. Be within "x" % of the corresponding 4 wheeler (pre BRT) trip time at peak hrs.

    Say, 50%.  (probably no use pitting against 2-wheelers)

    e.g. One should be able to convince a carwalla to take a 30 min BRTS trip rather than

    taking a 20 minute car trip that would imply worrying about parking.

4. "x" % modal switch, amongst regular 4 wheeler users along the route (tough to measure!)l

    Say: 10% of current regular car users on the route begin to use BRT - ambitious??

II. Metrics, that are Qualitative, established via polling

=======================================

1. Minimum "x" % of peak-time travellers polled, to think that it is a better travel experience.

    Target: Say 75%.

2. Minimum "x" % pedestrians along the route, to think that post-BRTS improvements, walking experience is better.

    Target: Say 75%.

3. Minimum "x" % 2/4 wheelers to think that the degradation of their travel experience if any, is tolerable.

    Target: Say 75%.

4. Minimum "x" % of citizens living along the route to think that the BRTS = progress

    (Ask poll for reasons why: Streamlined traffic, better discipline, better reliablity)

    Target: say 50% (I guess a large number might be put-off for not being able to cross the road conveniently) !!

p.s. Not including the ITDP measure at this point, but might be worth aiming for a certain no. on the ITDP measure too, say, 60%. Problem is, it is a hodge-podge of so many factors. e.g. fixed design parameters (elevated platforms, dedicated lanes, offboard collection) account for 33% of the weight), so we need to focus on the "variable" rather than "fixed" factors.

best regards,

Anil Risbud

On Tue, May 14, 2013 at 1:21 PM, Ranjit Gadgil <ranjit....@gmail.com> wrote:

,