BRT in : Towards a New Paradigm in Sustainable Mobility Executive summary

Institute for Transportation and Development Policy April 2013 ii BRT in Chennai: Towards a New Paradigm in Urban Mobility Background

Chennai stands at a crossroad in its history and development. The city has the potential to become a global commercial and cultural centre that affords its citizens immense benefits in the form of jobs, opportunities, and improved quality of life. For this opportunity to become a reality, the city will have to develop adequate infrastructure and services to facilitate development and improve the quality of life of all its citizens, both rich and poor.

The Government of has set high and laudable goals to be achieved in its Vision 2023 document. Major emphasis has been given to public transport and connectivity as drivers of growth and as a prerequisite for quality of life. It pays special emphasis to mass rapid transit (MRT) systems like metro, monorail and bus rapid transit (BRT). Vision 2023 also emphasised “integrated multimodal urban transport including mass transit systems for faster mobility in cities.” The Government envisions an increase in the mode share of public transport from the present 27 per cent to 40 per cent. This translates into achieving nearly two-thirds of all motorised trips by public transport.

Presently, 83 per cent of all trips on public transport are served by city bus service operated by the Metropolitan Transport Corporation (MTC). The remaining are trips are made on suburban and Mass Rapid Transit System (MRTS) rail services operated by Southern Railways. None of the public transport modes are of a high quality. Buses are overcrowded during peak hours and their speed is dropping by the day due to growing traffic congestion.

To improve the situation, the Government of Tamil Nadu is building a modern metro rail system and there are advanced plans to create a monorail system. However, these rail systems do no connect all parts of the city. People will not shift to public transport unless they get seamless connectivity on a high-quality, integrated network. It is important that the city quickly fill the gaps in the network with a high-quality MRT system. BRT is one such solution that is quick to implement, inexpensive, and has a high capacity. BRT can provide high-quality service to complement the rail systems, thereby increasing overall ridership on public transport.

18% 20%

15%

10%

5% 5% 1% 2% 0% -2% - 5%

- 10% -11% -13% - 15%

Urgent improvements in the quality of service are required to arrest the overall decline in the use of public . The graph indicates the change in mode shares from 1995 to 2008.

Institute for Transportation and Development Policy 1 About Bus Rapid Transit

Bus rapid transit (BRT) is a form of mass rapid transit (MRT) that provides safe, comfort- able, efficient and economical public transport services to millions of people. BRT systems incorporate the benefits of rail-based systems like light rail, monorail and metro rail and add the flexibility and convenience of rubber-tired buses. In BRT, specially designed multi-coach train-like buses operate in exclusive lanes in the centre of the street. BRT station platforms match the level of the bus so that passengers can enter and exit quickly and easily without climbing steps. Smart ticketing at stations enhances passenger convenience and improves efficiency. The special bus fleet is electronically monitored from a control center to ensure reliability and provide real-time information to passengers.

Special design of stations can ensure high capacity to complement rail based systems. Since buses are not bound to a track, routes can be flexible. Buses routes can be a combination of multiple corridors. Buses can also exit the track and serve nearby areas, thus providing direct connectivity to most passengers. High capacity BRT systems are successfully operating in many large cities across the world like Bogota (Colombia), Mexico City (Mexico), Seoul (Korea) and Guangzhou (China), often integrated with rail systems and providing complementary services.

Many developed countries like USA and France are adopting this solution to provide high- quality rapid transportation that is quick to implement and cost-effective. BRT can be built in a short period of time (under 18 months) and at a fraction of the cost of rail systems (around Rs. 15 crores per km of BRT compared to Rs. 150-450 crores per km for rail-based systems).

In the absence of BRT, standalone systems like metro rail and monorail will have poor ac- cess and limited success. People will be forced to use their personal motor vehicles thereby exacerbating the traffic situation. In conjunction with rail based systems BRT can provide citywide connectivity on high-quality mass rapid transit (MRT) to all the citizens of Chennai.

Implementation of BRT can be taken up immediately, in parallel with the implementation of metro rail and monorail. Since BRT can be implemented in a short period of time, the first line can be operational by end of 2014.

2 BRT in Chennai: Towards a New Paradigm in Urban Mobility Key features of bus rapid transit

Median bus lanes Stepless boarding

Physically segregated median bus lanes ensure that Level boarding and alighting makes the system buses are not stuck in traffic. They also reduce conflicts universally accessible and reduces the time that buses between buses and slower moving traffic at the edge of are stopped at stations. the carriageway.

Off-board fare collection Customer information

Off-board fare collection with electronic smart cards is Real-time passenger information keeps customers convenient for customers and reduces revenue leakage. updated on bus destinations and departure times. Clear schedules and maps summarise system information.

Institute for Transportation and Development Policy 3 BRT for Chennai

The Transport Department commissioned a study to assess the feasibility of implementation of BRT system in Chennai. The Institute for Transportation and Development Policy (ITDP) was selected to conduct the study. ITDP is a global non-profit organisation that supports cities around the world to create sustainable and equitable transport systems.

A detailed feasibility report based on this study has been submitted to the Government of Tamil Nadu. It has found that BRT is feasible and urgently required in Chennai. Simple improvement of bus service may not be a viable option in Chennai, as measures to control the use of private vehicles are extremely limited. Improvements in bus service should be paired with other elements, such as dedicated right-of-way for buses that is segregated from general traffic. The appropriate solution for Chennai is a full-featured BRT system that can complement other MRT modes in the city.

BRT corridors The proposed three-phase BRT network covers 265 km and serves a large portion of the Chennai Metropolitan Area (CMA). This network is integrated with the metro rail lines under

Chennai Bus Volumes (buses per hour) > 120 91 - 120 61 - 90 31 - 60 1 - 30

Existing bus volumes on major corridors.

4 BRT in Chennai: Towards a New Paradigm in Urban Mobility construction and proposed monorail corridors. Network corridors were selected based upon a detailed study of Chennai’s existing transport assets and planned developments.

The following basic criteria were prioritized:

ƒƒ Current demand for travel based on existing bus volumes

ƒƒ Potential for future growth per Chennai’s development plans

ƒƒ Existing Public Rights-of-Way (ROW) for ease of implementation

For phase 1, priority should be given to corridors that have high demand and adequate right of way to create a full BRT system. An 80 km network has been identified for phase 1, including two major networks:

ƒƒ South network comprising of OMR, SP Road, GST Road and 100ft road integrated with Metro, MRTS, and suburban rail stations at , Kasturibainagar, and .

ƒƒ North network that connects the hub to , Poonamalee and integrated with Metro and suburban rail stations.

Madhavaram bus depot Ambattur

Thirumangalam

Maduravoyal Koyambedu

Poonamalle

Saidapet

Kasturbanagar MRTS station

Guindy Adyar Depot

Chennai airport Tidel Park

Chromepet Thoraipakkam

Tambaram rail station Towards Mahindra World city 5km Towards

Phase 1 BRT network.

Institute for Transportation and Development Policy 5 Table 1.a Chennai Corridors with Highest Demand Table 1.b Chennai BRT corridor statistics

Passengers per Length Passengers per Corridor hour per direction Corridor (km) hour per direction

Anna Salai (Metro) 14,400 - CMBT 14.0 3,300

GST Road 10,200 Ambattur - Thirumangalam 7.7 9,200

Sadar Patel Road 8,600 CMBT - Madhavaram 12.4 3,100

Ambattur-Tirumanagalam 8,100 Siruseri - Saidapet 24.8 8,200

Old Mahabalipuram Road 7,600 Tambaram - Airport 10.5 7,900

Poonamalee High Rd. (Metro) 7,500 GST Road Junction - 10.6 1,800 Thoraipakkam Jawaharlal Nehru Rd. (Metro) 7,200 Total 80

These two corridors have a width of 30-41 m and can easily accommodate BRT infrastructure. Conceptual corridor design, with cross-sections and plans, has been provided in the full report. The phase 1 network is expected to have 97 BRT stations not including major interchange terminals on and off corridor that provide connectivity to other MRT systems. The phase 2 network of 78.6 km and phase 3 network of 98.3 km can be created subsequently.

It should be emphasized that the BRT network proposed is designed to complement, not compete with Chennai’s upcoming, rail-based services (See Tables 1.a and 1.b above). The Metro and Monorail in particular are exciting additions, but their practical reach will be limited. Large parts of the city will still remain unconnected to Chennai’s mass rapid transit network.

The BRT project should be immediately taken up to connect the metro rail and monorail systems to other parts of the city. Further, some of the high demand corridors should be well served by a rapid transit system. BRT can be implemented quickly to serve these high- demand corridors. With BRT in Chennai, we estimate that the overall ridership on public transport will increase and that the significant investment made on rail systems will yield improved social benefits.

Projected BRT ridership and fleet BRT offers the possibility of providing flexible services in which buses exit the dedicated corridor network. For example, services can be extended to Adyar, Tiruvanmiyur, , and . This will enhance the reach of the system and increase ridership without adversely affecting the efficiency of the system. The expected ridership on the phase 1 network is 11.4 lakh trips per day [based on 2011 MTC ridership]. The projected demand on BRT Phase 1 network by 2016 is 15 lakh trips per day.

Feeder service

Direct service BRT corridor Transfer terminal

The Chennai BRT buses will provide flexible services, including direct services to locations outside the segregated corridors. Direct services reduce the need for customers to transfer.

6 BRT in Chennai: Towards a New Paradigm in Urban Mobility

A fleet of 150 12m buses and 390 18m articulated buses are required to serve the expected ridership. BRT passenger load on each of the corridors and approximate fleet sizes were calculated based on data provided by MTC of its routes and frequencies and observed traffic volumes. Fare collection for the BRT system should be integrated It is important to note that with that for other modes through an electronic fare ridership figures are based on collection platform such as the Common Mobility Card. MTC ridership in 2011. They do not reflect the potential increase in ridership because of integration with metro and monorail. However, they do give a good indication of the size of the system proposed and are sufficient to determine physical design parameters for different corridors.

Implementing BRT on large arterial roads like Old Mahabalipuram Road, GST Road, and others across the city is relatively simple. Innovative solutions can make BRT feasible on narrow streets as well.

Critical elements for success Some critical elements for success of BRT have also been identified. The single largest mode that is used for accessing public transport is walking. Therefore, it is essential that the pedestrian accessibility be significantly improved along and across the BRT corridors.

Direct physical integration between modes is essential to ensure ease of transfers.

Institute for Transportation and Development Policy 7 Pedestrian paths should be continuous, unobstructed, uninterrupted and tree shaded. Intermodal integration has been identified as the second most important element. Integration should be:

ƒƒ Physical that provides easy and short walking connection between systems

ƒƒ Information and signage

ƒƒ Common ticketing

A strong parking management system that dissuades people from using personal motor vehicles will help achieve the laudable goal of increasing public transport ridership. Communications and public outreach is essential so that people know about the services and embrace them. It starts with creating a strong brand identity, knowing what riders want, providing the information they seek and being responsive to those needs.

8 BRT in Chennai: Towards a New Paradigm in Urban Mobility Institutional Arrangement

A special purpose vehicle (SPV) should be formed to oversee implementation. The SPV will plan, manage, and monitor BRT operations. The SPV would be fully owned by the government. The line agency that owns each stretch of corridor (such as the Tamil Nadu State Department of Highways or the Corporation of Chennai) will directly manage the construction of the infrastructure.

Specific services like bus fleet operations and maintenance, IT services, and electronic fare collection would be procured by the SPV from amongst experienced service providers to ensure that service of the highest quality can be maintained at the lowest cost to the government.

The SPV needs qualified, professional staff and the independence to make swift decisions during the process of implementation. A senior IAS officer should head the SPV. S/he will be supported by a competent team with specializations in the following areas:

Managing Director (Senior IAS Officer)

Operations Transport Internal Infrastructure Communications Management Planning Administration

Suggested structure for the special purpose vehicle for the Chennai BRT.

Institute for Transportation and Development Policy 9 Capital Cost

The total cost of implementing phase 1 of Chennai BRT is Rs 1110 crores. This expenditure will be made over a period of three and half years. An initial allocation of Rs 30 crores is requested in FY 2012-2013 for creation of the SPV, hiring detailed design consultants and public outreach. The remaining expenditure of Rs 1080 crores will be spread equally between the three subsequent financial years. Expenditure accounts include infrastructure creation, project monitoring, and outreach.

BRT is a relatively inexpensive system compared to other MRT systems. Therefore, the state government may directly fund infrastructure development. Most BRT systems across the world break even during operations. Multilateral development banks such as the Asian Development Bank or the World Bank actively support the development of BRT systems across the world, including . They may be tapped into for partial funding through a sovereign or sub-sovereign loan. Other sources of funding may also be explored. 1 2 3 4 1 2 3 4 1 2 3 4 1 2

r r r r r r r r r r r r r r e e e e e e e e e e e e e e t t t t t t t t t t t t t t a r a r a r a r a r a r a r a r a r a r a r a r a r a r u u u u u u u u u u u u u u Q Q Q Q Q Q Q Q Q Q Q Q Q BRT - Implementation Timeline Q BRT SPV Constitution of BRT SPV Hiring of BRT SPV staff Procurement of design consultants Bid process & appointment of consultants Detailed design, project management & monitoring Infrastructure construction Bid process & contract award Construction of infrastructure (corridors, stations, terminals, depots) BRT Operations Contracts - Buses | ITS | Others Bid process & contract award Lead time for manufacturing Delivery & testing Outreach & Marketing Bid process & contract award to consultant Outreach to various stakeholders and public

Trial runs

SYSTEM COMMISSIONED - START OF OPERATIONS

Suggested implementation timeline for the Chennai BRT.

10 BRT in Chennai: Towards a New Paradigm in Urban Mobility The annual operating cost of phase 1 BRT is expected to be Rs 250 crores at the start of operation. Most of this can be recovered through farebox revenue. Revenue from advertising and parking can be tapped to offset any deficit. Other sources of revenue such as land value capture can also be explored for the long term.

Table 2. Capital costs for the Chennai BRT

Length Total cost Corridor (km) (crore Rs)

Poonamallee - CMBT 14.0 196

Ambattur - Thirumangalam 7.7 108

CMBT - Madhavaram 12.4 149

Siruseri - Saidapet 24.8 372

Tambaram - Airport 10.5 158

GST Road Junction- 10.6 127 Thoraipakkam

80 1,109

Institute for Transportation and Development Policy 11 www.itdp.org