Bus Rapid Transit (BRT) Trial Run Fails Miserably in Delhi..
…or so the media has us all believe.
About two weeks ago, the Government of Delhi, India unveiled the much hyped Bus Rapid Transit (BRT), previously popular here as the High Capacity Bus Corridor (HCBS) and the construction for which had been on for the last few months. The little under 6 Km BRT stretch that is now completed and is being trial run came at the cost of some lives (accidental deaths) and at the reported cost of about 3,000 heritage trees of Delhi. The dedicated bus lanes invited mixed reaction from the public; with the car users complaining about having to spend more time on the road now than before and the bus riders being annoyed with the bus-stands being displaced to the middle of the road. Poor design and lack of coordination between different stake holders further worsened the situation. And as if all of that wasn’t enough, the media has taken on itself to narrate the “failure of BRT story” with much fervour.
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The Bus Rapid Transit (BRT) in Delhi is the brainchild of the Indian Institute of Technology-Delhi’s Traffic Research and Injury Prevention Programme (TRIPP) and has been executed by RITES Ltd., a Govt. of India enterprise. The Delhi Integrated Multi Modal Transit System (DIMTS) a “special purpose vehicle” set up by the Govt. is supervising the Project. Clearly then, the Project does not have a single master: probably leading to the mess. The BRT stretch now requires over 70 traffic marshals, 35 traffic policemen and 20 transport department officials for enforcement.
However, it is not just poor planning and lack of coordination that is leading to the mayhem on the corridor. The people using the corridor are to be equally blamed. While the authorities are trying their best to ensure people drive in the lanes meant for the type of vehicle they are using, motorists are violating every rule in the book. The cycle lane is the worst hit and sees more motorcycles, scooters and auto-taxis than cycles. The BRT needs a disciplined traffic to work best, and Delhi unfortunately does not relate much to the latter. Halting on the road to take a call, changing lanes without signaling, over-speeding and jumping signals isn’t something too uncommon in the city. In fact, it is this very discipline now required to maintain on the road, that has been irritating many.
Apparently, the media has initiated a “scrap BRT campaign” of its own! Ever since the first trial run, images and footage of cars waiting forever, motorcycles scattered around the signals, pedestrians not knowing where/how to go; have been put up on the front page/prime time by several media houses. What is unfortunate is that the media seems to have ignored the large number of people who have benefited from the launch of the BRT. While some 1.2 lakh people using their personal vehicles may facing problems and hating the BRT, more than double this number of people using buses have not complained. Rather, they have not been heard.
To gain some experience, I myself took a ride on the entire strecth of the BRT. It felt good, the journey was much speedier and the same bus that used to crawl on the road was at a speed that would not have ever been possible without the corridor. The new low floored buses that have been around for some time added to my pleasant experience. Minus the AC, the experience came pretty close to what it feels when one travels in the Delhi Metro!
Next day, I took my car on the same route, got stuck at all signals - with an empty lane on my left - that had buses zooming pass by me. Then, I realized why all the irritation, disgust and hatred was for!
Thank you for writing this. The media reaction to BRT has been atrocious! Good that someone is calling them out on it.
The problem has more to do with the Indian driving culture than it does with BRT design. If you have ever been to India, you would know that there are no rules of the road (at least none that I could observe). Everyone has the right-of-way and drivers will go absolutely anywhere they can. I had one taxi driver take me the wrong way through a traffic circle during rush hour and nobody seemed to notice. So painting a line on the road for a bus lane would go entirely unnoticed. BRT operations are pretty straight forward in other countries, but it only works when there aren’t any Indians around.
Another reason for the failure for the BRTS in Delhi is that our earning population, who are buying cars each day, feel ashamed in using a bus, leading to worsening traffic problems. As long as such a mentality remains (every person, when starts earning good, thinks of buying a car first). A BRTS system can be successful only when these so called upper middle class and high society people stop using their cars for each and every single purpose.
Fascinating article, Govind…thanks!
There is no doubt that the car (read Tata Nano) is a dream for the emerging middle middle class in the country. A sea change in the mindset is definitely a requirement for BRT and similar public transport systems to succeed.
It’s great to know that in spite of all the obstacles, the BRT is still benefitting a lot of people. If that means a few spoiled rich kids are going to complain, tough luck to them. Earth can not sustain, if everyone adopts an american-style automobile culture.
Between 1996 - 2002, I had the great pleasure of serving as the Associate Administrator for Research and Technology with the Federal Transit Administration (FTA)of the U.S. Department of Transportation. In that capacity, I was responsible for finding technological and other innovations to improve public transportation and reduce traffic congestion. Bus Rapid Transit (BRT) was one innovation I surfaced as a result of a visit to Curitiba, Brazil.
Curitiba is home of the most demonstrative BRT system in the world. In Curitiba, several basic principles were promoted for success. They were: 1) put in place an integrated transportation and land use plan with BRT as a key, driving element, 2) do everthing possible to reduce travel time of BRT operations, 3) use available proven technology to facilitate operations and management, 4) carefully oversee revenue collection and 5) continuously seek ways to improve planning, operations and management.
At the USDOT,I launched a National BRT Demonstration Program in 1996. The objective was to demonstrate BRT as a legitimate transit alternative and to insinuate BRT planning and engineering into the ongoing U.S. transportation decision-making process. Several BRT projects have been implemented following the promoted principles of the Curitiba BRT system. In addition, the 2005 Federal Transit authorization legislation includes a separate category of capital funding for BRT projects.
The New Delhi trial BRT seems to have suffered from deficit application of the key principles of BRT planning and development and a lack of strategic management during implementation. Cooperative and coordinated decision-making is essential. Strategic management would have involved more carefull identification, analysis and management of all risks – particularly inter-agency interfaces, and customer and opinion leader awareness in preparation for the rollout phase.
hey everyone. i’m a student of class 9. our school has given us a project to work on. the topic is BRT. in this project we are supposed to find out the problem, the initiatives that the govt. has taken to solve this problem(govt. policies), action plan, and alternative polocies. i have already found out the problem and the govt. policies. but, i’m confused that what should i do for the action plan and alternative policies. in action plan we ourselves need to do somehting about it and in alternative policy we need to suggest some measures that we can do to solve the problem. if anyone could please suggest something it would be greatful. please try and help me!!
or so the media has us all believe.
About two weeks ago, the Government of Delhi, India unveiled the much hyped Bus Rapid Transit (BRT), previously popular here as the High Capacity Bus Corridor (HCBS) and the construction for which had been on for the last few months. The little under 6 Km BRT stretch that is now completed and is being trial run came at the cost of some lives (accidental deaths) and at the reported cost of about 3,000 heritage trees of Delhi. The dedicated bus lanes invited mixed reaction from the public; with the car users complaining about having to spend more time on the road now than before and the bus riders being annoyed with the bus-stands being displaced to the middle of the road. Poor design and lack of coordination between different stake holders further worsened the situation. And as if all of that wasn’t enough, the media has taken on itself to narrate the “failure of BRT story” with much fervour.
[...] city also saw the launch of the Bus Rapid Transit (BRT) system which, owing to several reasons, did not go down well with the public (and/or the media). Now, the Delhi Transport Corporation (DTC) and the Delhi Integrated Modal Transport System [...]