[sustran] BRT - switchover lanes - has it been tried and does it work?

[Brendan Finn]

Dear all, 

I would also be interested to know if there are any practical examples of the switching lanes through the median at the bus stops. As Alan says, it seems attractive and perfectly feasible, but does it work well in practice and is it safe? It would be good if we could include it as an option in our toolboxes.

The big motivation is to gain the speed advantages of running in the roadway away from the kerbside obstructions, without having to put the doors on the "wrong" side of the bus, or to have doors on both sides. 'Wrong-side' doors are OK in a totally closed system, but obviously this completely prohibits buses from other routes joining and leaving the bus facility, since they could then not function at regular stops. Doors on both sides are an expense which cost-constrained schemes would rather avoid, leaving aside the possible problems of procuring vehicles and being constrained about which operators you can work with. 

I think the potential problems of switchovers lie in two areas - potential conflict between buses on switch-over, and potential conflicts with other road-users. 

- For potential bus-bus conflict, intuitively I would have thought this should not be a problem as long as there are clear traffic rules. The vehicles will be coming head-on towards each other, so there is no risk of being blindsided, the issue is mostly driver training and discipline. The switch-over point will be at the stopping place, so speeds should be lower. Perhaps as an operations person I am placing excessive confidence in the people? 

- For potential bus / road-user conflict, the candidate victims are motor vehicles which illegally use the median cut, cyclists who illegally use or cross the median cut, and pedestrians who stray through the switchover point. (I assume that cyclists would not be permitted to use the bus lane). For motor vehicles, first, I don't see how it benefits them unless they want to do a u-turn, and anyway that can be made difficult by kerb alignment. Note that the vehicle would have had to already violate the bus lane to enter the median gap, and then emerge in the opposite side bus lane. Likewise for cyclists, although I don't discount the possibility of cyclists or handcarts actually travelling along the median itself. 

- I think the big potential conflict is with pedestrians. First, there will be the general population of pedestrians crossing the roads and using the median. Second, the switchovers will take place at the stopping places which (we hope) will be attracting thousands of persons per hour, with lots of potential for jay-walking unless they are channelled through the stops (e.g. for fare-collection and boarding management purposes) and pedestrian crossing facilities. The big question is whether having bus switchover areas close to the stopping places creates NEW conflict zones (remember, the buses and pedestrians will pass through there anyway whatever arrangement you choose) and what risk is associated with these. 

OK, that's my hypothesis, does anyone know if it's been tried and what were the outcomes? I guess the best indicator is whether it's been tried and is still in place! On a technical question, is there a minimum width of median needed, and what advice on alignments?

I would like to thank Mumbai for explaining the process they are using, to wish them good luck in the next stages, and I would appreciate if they keep us informed of how it goes.

With best wishes, 


Brendan Finn. 
_____________________________________________________________________________________
>From Brendan Finn, ETTS Ltd.   e-mail : etts at indigo.ie   tel : +353.87.2530286
  ----- Original Message ----- 
  From: Alan Howes 
  To: Bina C. Balakrishnan ; Global 'South' Sustainable Transport 
  Sent: Friday, March 16, 2007 10:15 AM
  Subject: [sustran] Re: (NEWS) Mumbai's BRTS project turns into a joke!


  My problem is that having spent six weeks in Mumbai last year, while I mastered reasonably well the transport issues and the geography, I still have not got all these institutions and acronyms sorted out!  What is the MTSU? I would guess Mumbai or Maharashtra Transport Studies Unit - but knowing the name does not tell me what it is or what it represents. Would anyone like to volunteer to put a glossary of Maharashtra transport acronyms on a website somewhere?

  Anyway, it's obvious that judgement of "responsible reporting" is something of a subjective matter - but I did wonder whether Raj could tell his right from his left.  My understanding is that all proposed Mumbai bus lanes will be on divided highways - when Raj wrote about lanes in the "middle of the road" I really did not know whether he meant the middle of the carriageway or next to the median (and did "right" mean on the wrong side?).

  Anyway, my understanding of the MMRDA proposals is as explained in Bina's post. The problem, however, with with-flow bus lanes placed immediately to the left of the median is that, assuming bus stops are on the median, the bus doors are on the wrong side (an expensive problem to fix). MMRDA explained to me an ingenious proposal for overcoming this - at the stops the buses would swap sides, crossing the median through a gap immediately before and after the stop. This sounds perfectly feasible to me - the only potential problem I foresee is that the necessary gaps will be used (illegally) by other traffic, or even pedestrians (who get a pretty raw deal in terms of getting across the road).

  I would be interested to know if this proposal is still being pursued.

  But I have to say that I will be very pleasantly surprised if a significant amount of properly-designed, properly-enforced bus lanes are in operation in Mumbai by the end of 2007. 

  Regards, Alan

  --
  Alan Howes
  Associate Transport Planner
  Colin Buchanan 
  4 St Colme Street
  Edinburgh      EH3 6AA
  Scotland
  email:  alan.howes at cbuchanan.co.uk
  tel:      (0)131 226 4693 (switchboard)
             (0)7952 464335  (mobile)
  fax:     (0)131 220 0232
  www: http://www.cbuchanan.co.uk/


  -----Original Message-----
  From: sustran-discuss-bounces+alan.howes=cbuchanan.co.uk at list.jca.apc.org [mailto:sustran-discuss-bounces+alan.howes=cbuchanan.co.uk at list.jca.apc.org] On Behalf Of Bina C. Balakrishnan
  Sent: 16 March 2007 08:00
  To: Global 'South' Sustainable Transport
  Cc: Rajendra A(Hindustan Times)
  Subject: [sustran] Re: (NEWS) Mumbai's BRTS project turns into a joke!

    
  I am surprised and frankly disappointed at Rajendra's reporting: I always thought you were one of the more responsible reporters. 
  The following response has been approved by the Core Working Group, of which I am also a member, and is being posted as a collective reply. Left to myself, I should have responded with a little more bite! 


  "Let's start with the Core Group: As Coordinator of the Core Working Group (CWG) on BRTS for Mumbai, we at the MTSU have already submitted our report to the Government of Maharashtra- as long back as the 6th of February 2007. The CWG is formed of one officer from all the directly concerned departments, as you have said, to ensure better co-ordination between them. (For the benefit of our international readers, Mumbai has about 17 different agencies dealing with transportation- and this is all aspects of transportation.) The Core Working Group, however, has only 7 members, including representatives from NGOs.

  The CWG Report was formally presented on the 6th of February, 2007, to all the departments in the presence of the Principal Secretary, Transport, and this was accepted by the Government of Maharashtra right there. At the same meeting, we were asked to draw up the Terms of Reference for the Consultants to be appointed by the MMRDA to carry out the Feasibility Study for BRTS. The study will examine the feasibility of a city wide BRTS, with priority on the corridors that we have identified for phase I. These Terms of Reference have also been finalized, and submitted to the MMRDA. The CWG will continue to monitor the progress of the project, as well as the work of the consultants.

  The whole process of appointing a CWG and going thru a pre- feasibility study and recommending a Feasibility Study was to avoid the mistakes made by the BEST when they arbitrarily introduced a dedicated bus lane between CST (formerly called Victoria Terminus) and Churchgate, and which failed because of various reasons- primarily lack of adequate planning.

  Prior to the formation of the CWG, the Government did have a proposal to start a Dedicated Bus Lane between Thane and Dadar, with a pilot section between Dadar and Sion. In this section, the BEST have about 45 routes operating, and there would have been no question of the lane being under-utilised and therefore being over-run by other traffic. Moreover, we had already identified and verified supplementary networks to accommodate any spillover traffic on this route. It was in this context that the BEST had their buses painted, but before it could be implemented, the Election Code of Conduct time bar came into force, and the project had to be temporarily shelved. 

  Regarding the concerned BRTS lane - you are all confused. The CWG has recommended the median lanes - ie the lanes alongside the median - to capitalize on the available infrastructure, and reduce delays from other traffic. This will enable the BRT buses to use all the flyovers, and improve their operating speeds. Also, the median width can be used to accommodate the bus stations. Bus lanes on the LEFT will definitely be affected by parked vehicles. (Where did the right lane come into the picture? We drive on the left side of the road, right?) However, the scope of work for the consultants includes examining the feasibility of using either the median or the kerb-side lane for the BRTS. Additionally, another aspect we are working on at the MTSU is removal of all parking on all arterial roads - so the interference from parked cars will not a problem: but the direct access to private properties along all roads in Mumbai will definitely be a major problem if the kerb-side lane is used. But, as I said - the Consultant is expected to look into all these aspects, and recommend the best option. 
  As the Principal Secretary, Transport has said, "Hopefully, by the end of the year." 

  End of formal reply.

  My apologies for being so dense - but what is the joke?

  Bina C. Balakrishnan
  Consultant
  Transportation Planning & Engineering
  Mumbai, India



  On Mon, 12 Mar 2007 Rajendra A(Hindustan Times) wrote :
  >Mumbai's BRTS project turns into a joke!
  >
  >http://www.hindustantimes.in/news/181_1949087,000600010004.htm
  >
  >Rajendra Aklekar
  >
  >Mumbai, March 11, 2007
  >
  >Mumbai's Bus Rapid Transit System or simply the dedicated bus lanes' 
  >project turned into a joke.
  >The BEST General Manager is ready with his fleet of buses, got them 
  >painted in devoted colours, a special fare structure and timetable has 
  >been set, more fleet of international brand of buses ordered and 
  >comprehensive plans drawn to run them on these hi-speed corridors. But 
  >there's no road to run these buses and kick off the plan!
  >
  >The state transport ministry has appointed a "core group" to look to 
  >the project and study its aspects. The group will submit a report, the 
  >government will then consider it, after which a decision will be taken. 
  >Simply speaking, it's stuck in red tape and won't kick off before 2008 
  >or even later.
  >
  >This is not all. The latest problem is a dispute between the core group 
  >officials and the MMRDA as to where should the bus lane be. While the 
  >MMRDA wants the lanes to be on the left, state government officials 
  >want it on the right side of the roads. With no decision on the issue, 
  >the matter is now hanging fire.
  >
  >To the specific question when will buses start running on the BRTS 
  >project principal secretary
  >(transport) GS Gill told HT, "By the end of this calendar year... 
  >hopefully."
  >
  >Asked about the lane problem, a senior MMRDA official, on the condition 
  >of anonymity, said bus lanes on the left would be helpful as they would 
  >not slow down buses.
  >"If lanes are built in the
  >right, they would be obstructed by parked vehicles and hawkers, but in 
  >left, there would not be any such problem. We will, however, have to 
  >invest in infrastructure to build stops." There's another group of 
  >experts who are proposing that the bus lanes should be in the middle of 
  >the road for higher speeds.
  >
  >Pushed by the Central Ministry of Urban Transport and with a promise 
  >that the project would be eligible for funding under Jawaharlal Nehru 
  >National Urban Renewal Mission, a number of cities woke up to the 
  >reality of BRTS last year, a globally accepted mode of urban mass 
  >transit in crowded areas. Pune was the first city in Maharashtra to 
  >kick off the BRTS in November.
  >
  >Mumbai's BEST too drew plans in the middle of last year, got test-run 
  >done, placed an order for 20 hi-end Kinglong brand of buses for its 
  >project and also converted 20 of its existing Star Bus fleet of buses. 
  >It was decided that these hi-end fast buses would run between Thane and 
  >Dadar for four hours in morning and evening each, segregated from 
  >existing traffic by spring posts.
  >
  >But officials woke up to reality after they found the buses simply 
  >would jam all traffic during the peak hours and it would be difficult 
  >to stop other vehicles from coming in these bus lanes.
  >State officials said that actual project had been delayed for the 
  >benefit of the city. The core group has been formed so that there is 
  >better planning and co-ordination between the state government, 
  >transport department and all the agencies concerned to ensure better 
  >planning for the project.
  >
  >The core group set up by the All India Institute of Local Self 
  >Government (AIILSG), will decide the terms of reference, after which 
  >the MMRDA will issue the bids and appoint the consultants. The core 
  >group consists of officials from the MMRDA, BEST, AIILSG and the BMC, 
  >among others. "My buses are ready. The moment I get a green signal from 
  >the government, I shall run them," says BEST general manager Uttam 
  >Khobragade. But the green signal, it seems, may take a few more years.
  >
  >Email author: rajendra.aklekar at hindustantimes.com
  >
  >
  >---
  >Rajendra Aklekar
  >Transport Correspondent
  >Hindustan Times
  >HT Media Limited
  >Mumbai Edition
  >--
  >140-4752, Nehru Nagar
  >Mumbai, 400024
  >
  >Mobile: +91 9892 190 761
  >Office: 66539200
  >Fax: 66539250/60
  >---
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