Public Transport System Project In Delhi Construction Essay

Transportation system is going a major cause of concern for the everlastingly spread outing metropoliss along with concerns like H2O and electricity. Delhi, with the added demands of the orbiter towns, is no exclusion to the regulation. It has to provide to 1000000s of vehicles on a day-to-day footing ensuing in immense traffic jams, enormously high degrees of pollution and waste of quality clip for its citizens.A However, the mega metropolis can non merely maintain edifice more and more roads to provide to the hurriedly increasing vehicular population.

Alternatively, what it urgently needs is an efficient theodolite system along with a planned, comfy and reliable public conveyance system. The public transit system mentioned has to hold the offer the basic advantage of better mobility, in add-on to offering social advantages like cut downing traffic congestion on the roads and air pollution. However, in order to garner a big figure of commuters to public conveyance, there is a demand to offer good quality and comfy service.

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For Delhi, the first measure in this way was the Delhi Metro, commissioned in 1998. BRT System plays a really of import function in a good public conveyance system. The coach system still has its ain importance. Delhi Metro can non wholly replace the Bus-based system on all paths. Due to higher capital cost, low capital return and big gestation period, it is non executable to construct metro lines on all stretches.

The BRT is a low-priced, flexible, aggregate transit system that costs far less than a Metro system and can function every bit much as 100 times the country of a rail based system. It has been seen that for a 18km stretch, a BRT system costs Rs. 5-20 crores/km as compared to metro bing about Rs. 125-220 crores/km, and the planning and building clip for an 18km stretch is 1.5 old ages for BRT vs. 5 old ages for the Metro.

Therefore with a position to better the public conveyance system in the metropolis and promote people to utilize it, Delhi govt. introduced the BRTS in Delhi in 2004 under its Integrated Mass Transit Plan.A


The proposal of BRT in Delhi was foremost brought up in 1996. An international workshop was organized by the Delhi Transport Corporation ( DTC ) and Infrastructure Development and Finance Company ( IDFC ) in 2001 to discourse the thought in Delhi ‘s context by several International experts.

Following this, Committee on Sustainable Transport was set up by Delhi govt. , chaired by the Chief Secretary in 2002, which recommended that BRTS should be implemented on all major corridors of Delhi. Extensive audiences were held with all the stakeholders, which included all concerned disposal and building sections, public-service corporation proprietors and RWA ‘s along the proposed corridor. Govt. besides organized an international workshop in Dec 2005 where experts from all over the Earth and India were invited to analyze the undertaking and turn to the issues and uncertainties thrown up by assorted quarters. The experts observed that a route based public conveyance was among the most effectual connectivity solution for a bulk of metropolis occupants. It did non count how many vehicle lanes were at that place. What mattered was the effectual breadth available for vehicles. Govt. of Delhi besides saw that many intelligent metropoliss had adopted this system for the same grounds of efficiency, equity and environmental sustainability and it approved the undertaking. BRT corridor was non simply route re-engineering but a complete inspection and repair of the route system, wherein the most vulnerable vehicles are allocated route infinite and that it enabled the same right of manner to travel more people.

The construct, including thorough proficient specifications and geometric design, was made by TRIPP ( Transportation Research and Injury Prevention Programme ) , IIT Delhi. ITDP ( Institute for Transportation and Development Policy ) , New York, was associated with TRIPP in the initial phases. The elaborate design and undertaking direction was done by RITES, a Govt. of India Enterprise. DIMTS ( Delhi Integrated Multimodal Transport Systems ) , a JV of the Govt. of Delhi and IDFC, was given the undertaking of the execution and operation of the full system. The advancement of execution of the undertaking was on a regular basis and closely monitored by the EPCA ( Environmental Pollution Control Authority ) .


Salient Features

The first BRT corridor from Ambedkar Nagar to Delhi Gate is 14.5 kilometer long. The first stage of the corridor, 5.8 Km long, became operational in April ’08. The corridor substructure has sole coach lanes on the right side of the carriageway, i.e. , along the cardinal median of the route. Further inside informations of the design are as shown

Company and school coachs have to utilize the coach lanes. Emergency vehicles like ambulance, fire stamp, constabulary new waves are permitted to utilize the coach lane.

The unintegrated coach lanes provide for a quicker travel for all lanes of the corridor ; it improves traffic state of affairs and the impulsive conditions of all other types of vehicles on the route. This system, as a whole, produces a reduced burden of pollution.

Safety, cleanliness, easy entree, comfort, and least stoppage clip, all come together to do for increased efficiency. The Bus shelters offer outstanding shows of coach timings which add value and minimise waiting anxiousness. To exceed it all, the whole system including the inclines and platforms is physically disabled-friendly.


The first stage of the BRT corridor, started in April 2008, ran into problems during the initial operating period as heavy traffic jams were observed wholly along the corridor. These can be chiefly attributed to

Unfamiliarity of the drivers of all vehicles with the new system which compulsorily required coachs and autos to travel in separate lanes

Bus commuters were non familiar with the theoretical account of cardinal coach Michigans

Problems in both the hardware and package of the freshly installed traffic signal system

After the hardware jobs were fixed, signalisation was fine-tuned and most of the jobs faced by the route user was resolved

Other jobs observed were deficiency of preparation of coach drivers, invasion on the rhythm path and pathway, vehicles rolling into incorrect lanes and autos piled up in long waiting lines.

The media harshly criticised the undertaking and called it corridor of pandemonium, ailment conceived, a blooper, and demanded that it be scrapped. Four and Two Wheeler users argued that the system did non ease traffic at all ; alternatively it caused more traffic snarls. They felt that their route infinite had been stolen by holding a separate dedicated lane for coachs. As a consequence of all the negative reactions, the initial public perceptual experience of the undertaking was reasonably negative.

What the commuters did non understand is that this is a system specifically designed to diminish the individual delays instead than the vehicle holds. The system allows public conveyance to transport a greater figure of people as handily and economically as possible. Hence, the media complains that private vehicle proprietors have been put to considerable problems misrepresents the existent purpose of the system.

The aim of the undertaking is to give increased importance to sustainable manners, which includes bikes and coachs and hence auto congestion is the incorrect step of success. To right mensurate the public presentation of the BRT system, human throughput should be considered alternatively of vehicular throughput.

In due class of clip, in add-on to supplying a safe and fast manner of comfy travel, the corridor has achieved three things, unprecedented in India:

Given Delhi a public conveyance system which is disabled friendly

The particular street lighting has been designed maintaining in head the safety demands of the walkers and so the other users of the corridor

A dedicated bike lane which enhances the safety of the bicyclers along the full length of the corridor and reduces ambient pollution degrees

Buss stop on a regular basis for riders, without impeding the autos and bikes. So, whereas in the pre-BRT scenario, a coach ‘ halting, blocked the left lane and caused the vehicles behind it to seek and unify with the right lane, therefore, decelerating down traffic. Besides, NMV ( Non Motorised Vehicles ) traffic, which moved along the left lane, blocked coachs from drawing into the coach Michigans, so coachs used to merely halt in the center of the route. Amid all this, coach riders needed to negociate traffic to board coachs. The above mentioned exercised resulted in underused or fresh route infinite, decelerate vehicular motion and increased hazard to walkers and other non-motorised traffic.

The BRT intends to guarantee an just sharing of route infinite and safety for all by segregating traffic into separate lanes depending on their velocity and type.

The BRT system in Delhi does more than supplying a dedicated corridor for coachs. It provides for prosaic and rhythm lanes that are obstacle-free, well-illuminated, and disabled-friendly, therefore providing to the primary demands of over 4/5th of the commuters on the route.

Cyclists are an neglected batch in arguments on traffic, but for early forenoon BRT users, it is hard to lose 100s of bicyclers bicycling to work on the bike lane. On an mean about 8,330 rhythms and 1,020 jinrikishas use the corridor. They are the biggest donees of the BRT system.

BRT has besides given precedence to exigency vehicles to utilize the coach corridors ; and well decreased the figure of accidents on the route ; Accident informations studies indicate that of all time since the corridor opened, there have been zero fatal bike, bike, and auto clangs on this subdivision. Merely pedestrians – chiefly because many of them merely walk in the dedicated coach corridor. No fatal accident on the corridor has happened after the first four months period of its operation. NDTV besides carried out a user study which showed that 65 % coach commuters, 88 % coach drivers and most bike users were highly happy and satisfied with the system.

A May 2008 study by the Centre of Science and Environment & A ; Indian Youth Climate Network recorded that a astonishing 83 % of all commuters, majorly coach commuters, walkers and bicyclers, supported the BRT. 73 per cent of auto and two-wheeler drivers felt that the undertaking should be implemented in other parts of the metropolis.

A December 2008 study Indian Institute of Technology, Delhi pupils has reinforced the above findings by entering that 85 % of coach commuters felt that the BRT had been successful in advancing public conveyance, 88 % claimed that coach travel was quicker and 90 % supported the thought of implementing it in other parts.

Monitoring surveies undertaken during June-July 2008 ( TRIPP, August, 2008 ) and latest rating by Washington based expert group EMBARQ ( February, 2009 ) demo how bus velocities have improved by 50 % , auto velocity is same as in a parallel corridor, and coach commuters and bike commuters find the system a immense betterment from the earlier left side coach lane in malice of invasion, and frequent immersion of motorcyclists in misdemeanor of lane subject.

To sum up, the construct is really popular with the bulk users of the system, and, hence, the pilot undertaking has been successful in accomplishing the aims.


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