Fascinating article from a Bangalore group on the need
for integrated transport. In Goa, this is just left to
happen by itself, and is an issue not even discussed.
Transport chaos (and inadequacy) in Goa is increasingly
becoming obvious. An issue waiting to be taken up. FN
>From [EMAIL PROTECTED] Wed Mar 30 13:56:33 2005
An article on integrated transport system written by Swati Ramanathan
co-founder, Janaagraha and published in The Times of India on 27th Mar 05,
2005 is attached for your information. Do e-mail feedback to
[EMAIL PROTECTED]
____________________________________________
BLUEPRINT FOR THE CITY INTEGRATED TRANSPORT: THE NETWORKED CITY
Swati Ramanathan
Traffic conditions in recent times have dramatically altered Bangalore's
image from a dream city to a daytime nightmare. We have over 20 lakh
vehicles, with 780 additions daily. Yet, over 60% of the population is
dependent on the bus system. Bangalore Metropolitan Transport Corporation
(BMTC) has 3700 buses running on 400 routes and making 52,423 trips per day,
and there is still more demand.
Putting in place an integrated public transport system is critical for
Bangalore for three reasons:
First, public transport is the primary means of connectivity for 60% of the
population, which cannot afford private transport. Lack of access cuts
people from employment opportunities, services like education and health.
Second, those who own private vehicles must have incentives to use public
transport instead. Public transport is environmentally friendly, energy
efficient and promotes a healthier urban lifestyle. If done credibly, it
will bring predictability and productivity to people's time.
Third, it replaces the current erroneous practices of focusing solely on
flyovers, and road widening. Bangalore's economic momentum is pushing the
city's boundaries rapidly. A traffic study by IIIE, along the Tumkur,
Hosur, Bannerghetta and Mysore roads, shows that the traffic on these roads
has doubled in the last five years and now exceeds road capacity. However,
increasing the number of lanes will only increase the number of cars.
Financial resources are precious, which means choices have to be made; a
balanced prioritisation towards integrated public transport systems is
needed.
In such a scenario, the Metro Rail proposal for Bangalore has found official
sanction, as the panacea to our paralyzed productivity. A mass rapid system
is undeniably the need of the hour. However, before we rush ahead, let us
examine public transport from an integrated perspective. What defines a
successful integrated public transport system? SEVEN critical parameters are
required: comprehensive connectivity; convenience; affordability; frequency;
reliability; safety, and aesthetics.
Bangalore's Metro Rail proposal needs to be viewed through this framework.
Let us assume high quality aesthetics, reliability, frequency and safety,
and focus on the remaining 3 factors:
Affordability
The metro rail in Bangalore, is planned to cover 36 running kilometers at
Rs. 6000 crores, a 50% jump over the initial estimate of Rs. 4000 crores.
Unlike Delhi and Calcutta, which were funded through central grants,
Bangalore Metro will be raising debt. BMRTL estimates 800 building
demolitions to make way for the metro. Owners of land will need to be fairly
compensated. More financial information is needed: how will ticket fares be
sufficient to repay the loans, what happens if ridership volumes are not as
per projections, or if project delays increase the costs? Learning from
experiences of other cities is important, especially Delhi (see case study).
The metro system in Beijing takes only 11% of the public transport volume.
Curitiba and Bogota are successfully using rapid bus systems at a cost that
is 5-10% that of the metro and provides greater connectivity around the
city. Japan is investing in monorails at 25% cost compared to the metrorail.
Comprehensive Connectivity
Currently, the metro rail services the Bangalore Mahanagara Palike area
alone. Much of Bangalore's growth will be in the surrounding eight
municipalities. We need to understand how the metro rail connects these
growth areas. Similarly, what is the rapid transit access to the
Devanahalli international airport, as in most international cities?
Utilizing existing rail network is both logical and cost saving. The
railways already have infrastructure along five radials from the city
centre. How has this been factored into the overall transport design? What
about connection with the KSRTC/BMTC bus depot network? A framework of
efficient connections between different modes of transport needs to be
articulated.
Convenience
Is the logic of the route to service the densest parts of the city?
Connecting residential areas to employment centers, main markets, exit
points of the city, etc? The proposed route runs 36 km through 22 of the
100 wards. Hence, few homes and work places are going to be walking
distance from the metro rail station. How will the metro overcome this
disincentive for use? Are parking facilities for private vehicles planned at
major stops?
A final critical point is the revision to the Comprehensive Development Plan
of greater Bangalore that is undertaken every ten years. The latest revision
is to be unveiled to the public any day now. It is imperative that the
revision integrates the plans for public transport, since it will
dramatically define Land Use and Zoning and issues of density. Without this
our CDP will continue to be an irrelevant paper exercise.
Careful deliberation on an integrated public transport plan now, will save
us possibly making a costly mistake. One that will inconvenience us
intolerably in the present and haunt us permanently in the future.
3 CASE STUDIES OF TRANSPORT SYSTEMS
Curitiba
In 1974, the city created a road hierarchy as well as a land control system.
Five different types of bus services serve 8 different kinds of lines
according to the various demands on designated roads. A small bus circulates
in areas of lower demand, the up to 270 passenger-carrying bi-articulated
buses on the main arteries. Bus services are centrally reimbursed by the
kilometer instead of the total of passengers carried.
Urban growth was channelled into desired areas where transport access was
sufficient. Transport policies are directly linked to land-use strategies.
The lay-out of the streets was seldom altered. A co-ordinated growth of the
city was achieved by combining land-use and infrastructure planning.
Interchange stations were placed in proximity to busy areas.
The approach followed in Curitiba is a cost-effective transport network
without installing expensive train systems. By transforming the
already-existing bus system into an efficient mode of transportation, the
city solved a great part of its traffic problems and without public subsidy.
Paris
The Paris transport system is based around four main modes of transport: the
metro, the Réseau Express Régional (RER) commuter railway and the bus. The
public transport system in Paris is governed by the Régie Autonome des
Transports Parisiens (RATP). The RATP also runs buses from the two airports,
Orly and Charles de Gaulle, to various points in the city of Paris. All
three modes of transport use the same ticketing system so the basic RATP
ticket covers the entire metro system, RER and the bus. Some of the suburban
lines for the Paris / Ile-de-France region are run by the French national
railway company (Societe Nationale des Chemin de Fer), SNCF. The metro is
the second largest in Europe and has recently completed a new, fully
automated line running from east to west across the city. The whole of the
so-called METEOR line has cost more than a ?1 billion.
Delhi Metro Rail
Commissioned to carry 21.8 lakh passengers per day for 63 km of phase 1.28
km built so far in 7 years, used by 1.5 lakh passengers per day.
PRO, Anuj Dayal attributed low usage to lack of feeder services to and from
metro stations.
Built under pressure of Railway Department as a broad guage which has a
turning radius of 210 metres, instead of standard guage.
Original cost estimates overshot by multiples. Currently, 63 kms expected to
to cost 12,000 crores.
Heavily subsidized through public land sale and power subsidies. Recent sale
of 30 acres of land for 600 crores, to pay for operations & maintenance.
Sheila Dixit quoted in February 2005 in a national daily remarking that the
monorail is a cheaper, quicker, space saving and more modern alternative for
public transport.
______________________________________________________________________________
The writer is co-founder of Janaagraha and has been involved in issues of
urban planning. She can be contacted at [EMAIL PROTECTED]
_____
_/ ____\____ Frederick Noronha * Freelance Journalist * Goa
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