“BRTS Pune”

Alard Charitable Trust's

Alard College of Engineering and Management,
Pune – 411057

SEMINAR REPORT ON

BRTS PUNE
submitted by
PANKAJ SANE
SEAT NO – S19070009

For Academic Year: 2020-2021

Under the guidance of

PROF. RACHANA VAIDYA
PROF. POOJA PATIL

Department of Civil Engineering

(Alard college of Engineering and Management, Pune)

Alard Charitable Trust's

Alard College of Engineering and Management,

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Pune – 411057

DEPARTMENT OF CIVIL ENGINEERING

CERIFICATE
This is to certify that Mr PANKAJ SANE, the class of TE CIVIL
having Roll No. 27 has satisfactorily completed the seminar
entitled “BRTS Pune” in partial fulfilment of the syllabus of Third
year (Civil) Examination as prescribed by Savitribai Phule Pune

University, Pune.

Prof. Rachana Vaidya Prof. Rachana

Vaidya (Guide/Project Co-Ordinator) (H.O.D. Civil)

Dr. K. D. Sapate
(Principal) External Examiner
ACKNOWLEDGEMENT

Report on “Artificial Islands” is the outcome of guidance, moral support and devotion
best owed on me throughout my work. It is my proud privilege and duty to acknowledge the

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kind of help and guidance received from several people in the preparation of this report. It
would not have been possible to prepare this report in this form without their valuable help,
co-operation and guidance.
First and foremost, I wish to record my sincere gratitude to the management of this
college and to our Respected Principal Dr. K. D. Sapate for his constant support and
encouragement in the preparation of this report and for the availability of library and laboratory
facilities needed to prepare this report.

My sincere thanks to Prof. Rachana Vaidya, Head of Department of Civil

Engineering, Alard College of Engineering, Pune, for her valuable suggestions and guidance
throughout the preparation of this report.

I express my sincere gratitude to my Guide, Prof. Rachana Vaidya for guiding me

in investigation of this seminar and in carrying out experimental work. Our numerous
discussions were extremely helpful. I hold her in esteem for guidance, encouragement and
inspiration received from her.
Last but not the least I wish to thank my parents for financing my studies and helping
me throughout my life for achieving perfection and excellence. Their personal help in making
this report and seminar worth presentation is gratefully acknowledged.

MR. Pankaj Sane

TE CIVIL ENGINEERING

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CHAPTER- 1

1.0 INTRODUCTION

1.1 Introduction of the project

THIRTEEN years after the Bus Rapid Transit System (BRTS) was started in
December 2006, it has come to a standstill as the city police have opened up the
corridors, built exclusively for buses, for all vehicular traffic.
When the project started, it was touted as the first BRTS in the country.
However, both Pune Municipal Corporation (PMC) and Pune Mahanagar
Parivahan Mahamandal Ltd (PMPML) have drawn flak for not being able to
run it smoothly.
Some of the reasons for the BRTS project not working out are beyond PMC and
PMPML, like the ongoing Metro work near BRTS stretches. But, pointed out
activists, neither adequate staff nor infrastructure had been put in place by the

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civic body and the transport body to ensure smooth plying of buses on BRTS
stretches.
Police have argued that the increasing volume of traffic in the city was finding
it difficult to negotiate the narrower stretch of the roads due to the presence of
BRTS. “Till Metro work is going on, BRTS will not be operational. This is
being done for the safety of commuters and to avoid traffic congestion,” Police
Commissioner K Venkatesham.
PMPML Joint Managing Director Ajay Charthankar said, “As per my
information, 40-45 per cent of the BRTS stretch is operational. It is not
functional in some parts because of ongoing Metro work”.
“BRTS has been a complete failure in Pune city. While the PMC has failed to
provide the right infrastructure, PMPML has failed to provide quality buses,
frequent service and well-trained staff,” said Prashant Inamdar, convenor of
Pedestrians First.
He said nearly Rs 1,500 crore has been spent on BRTS, yet the project continued
to falter in Pune city.

1.2 Problem statement

PUNE Almost fourteen years after it was launched the Swargate-Hadapsar
(5.7km) stretch which is India’s first pilot Bus Rapid Transit System (BRTS)
route is still non-existent.
The PMC spent ₹100 crore to construct the stretch on Katraj-SwargateHadapsar
route.
The Katraj-Swargate (5.5km) BRTS stretch is now functional, but locals from
Hadapsar undertook a campaign to stop work on the Swargate-Hadapsar
corridor which they later dismantled in 2019 as it was causing traffic congestion
in the area.

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“There is no clarity about the BRTS route (Swargate-Hadapsar), even locals

have raised objections,” said an official from Pune Municipal Corporation
(PMC) on condition of anonymity.
“The area witnessed traffic jams due to the BRTS and commuting on the route
was an issue. Since the removal of barricades, traffic flow has been smooth.
Pune Mahanagar Parivahan Mahamandal Limited (PMPML) and PMC need to
work on the plan before implementing it,” said Ravi Dhole, a commuter and
resident of Hadapsar.
“PMC will take the final decision on starting operations on the route,” said
Satish Gavhane, BRT manager, PMPML.
BRTS was launched in the city in 2006 by PMPML which had received funding
of ₹1,013.97 crore from the Centre under the Jawaharlal Nehru National Urban
Renewal Mission.
While service on the Katraj-Swargate (5.5km) BRTS route recently started the
Swargate-Hadapsar (5.7km) stretch is still non-existent. The
SangamwadiVishrantwadi (8km) route is in service while the Yerawada-
Wagholi (8km) BRTS stretch is partially functional.
“There are many issues which have delayed the BRTS project and now at many
places due to ongoing metro work the civic body is facing hurdles. PMPML and
PMC need to rework the plan before implementing it,” said an official from
PMC on the request of anonymity.
1.3 Objectives
1. To give brief description of the project.
2. To assess the present status (baseline) of air, water, land, noise, biological
and socio-economic components of environment including parameters of
human interest based on secondary data collected from various respective
departments.
3. To identify, predict and evaluate environmental and social impacts expected
during the construction phase and the functional phase in relation to the
existing civic infrastructure and the sensitive receptors, if any

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4. To develop mitigative measures so as to minimize the pollution,

environmental disturbance and the nuisance during construction and
functional phases of the project.
5. To design and specify the monitoring schedule, during construction and
functional phases, necessary to ensure the implementation and the efficacy
of the mitigative measures adopted.

1.4 Scope of the project work

1. Special Rainbow BRT buses with doors on both sides that run in reserved
lanes in the BRT corridors
2. Bus stations that are covered, closed and located in the median of the
dedicated lanes, with access ramps and signage
3. Level Boarding - The bus platform and the BRT station platform are at the
same height
4. Automatic Doors - Automatic doors on BRT stations and bus doors open
when the bus is correctly docked at the station
5. Crossings - The crossings from the footpath to the BRT stations have signals
at several locations or have speed tables
6. Passenger Information System - Information on bus arrivals is displayed on
screens at the bus stations. Buses have display screens and audio
announcements. Route numbers are displayed on LED screens on the front,
back and the left side of buses
1.5 Research Methodology
Keeping in view the proposed BRTS about 2 to 3 kms on either side of both the
corridors was identified as a study area. This is in anticipation of relatively
significant impacts within this band for key environmental aspects- air, noise,
and water quality. Secondary data is used from department like IMD,
Environmental Department PCMC, Census dept, Environmental Status report,
DPR of BRTS
Sampling locations were identified on the basis of following criteria

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1. Predominant wind direction at the study area

2. Existing topography
3. Locations of the project activities
4. Locations of sensitive areas
5. Area that represents baseline conditions.

1.6 Limitations of BRT

1. Construction of graded lanes has high capital value.
2. Lanes with no interference may not be attainable always.
3. Implementation of new bus lanes with street widening may displace parking
and pedestrian paths.
4. Since buses share lane with HOV’s, automobiles may impede bus operations.
This make HOV lanes less efficient than bus only lanes.

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CHAPTER - 2

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2.0 Literature Review

1. Pune MahanagarPalika (Pune Municipal Corporation), www.punecorporation.org
2. ‘Rationalizing PMT routes- An example of reforming 30 routes’; Dr. Adhiraj Joglekar;
The Geography of transport systems, Jean Paul Rodrigue, Claude Comtois and Brain
Slack (2006)
3. Pune Mahanagar Parivahan Mahamandal Limited (PMPML), www.pmpml.org
4. Census of India; Government of India; Ministry of Home Affairs., www.censusindia.net
5. Pune Vehicle Activity study; University of California at Riverside; Global Sustainable
Systems Research.
6. BrihanMumbai Electric Supply and Transport (BEST)
Undertaking. www.bestundertaking.com
7. Commonwealth Youth Games -2008; www.cygpune2008.com
8. Institute for Transportation and Development Policy (ITDP);
USA/Europe/Brazil/India/China/Mexico.
9. Jawaharlal Nehru National Urban Renewal Mission (JNNURM); Sub Mission-1;
www.jnnurm.nic.in
10. “Bus Rapid Transit System for Mumbai “, Prof. Dr. S. L. Dhingra, Indian Institute of
Technology Bombay, Mumbai. 11. WikiPedia online Encyclopedia;
www.wikipedia.com

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CHAPTER – 3

3.0 Planning Schedule of project

• Pune got approval of BRT project with Network Length- 68.80 km under JnNURM with
Sanctioned Cost- Rs 1013.97 crores

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• 16 Km of the stretch out of planned network of 68.80 kms is completed

• BRT has route along Vishrantwadi to 2015, also Nagar road BRT will be functioning by
April 2016
• Based on the learning experience from the Pilot BRT, public perception and the system
as paradigm, PMC would like to extend the same for the balance

Road department has carried out development of 2 BRT routes

i. Vishrantwadi - Alandi
ii. Yeravada-Wagholi Route

Network Expansion

After experiencing the 16km Rainbow network in Pune today, people are demanding more. Quick
expansion is on the cards with 15 km Rainbow corridors under planning and designing.
The city is also redesigning 15km of Pilot BRT corridors on the lines of Rainbow
infrastructure. Additional corridors are coming up in Pimpri-Chinchwad too. When these
corridors in the planning phase would be completed, the Rainbow network in the Pune

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Metropolitan Region will be more than 90 km, providing rapid, "Rainbow'' mobility to more
than 7 lakh commuters by next year.

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CHAPTER – 4

4.0 Conclusion –
BRTS has proven itself to be successful and a sustainable mode of transportation
throughout the world. It is over the edge when compared to other modes of transportation,

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given its high sense of safety through provision of separate lanes for the buses. The bus fare,
quality of the buses, air conditioning adds up to its charm thus making it popular among the
masses. The total construction expenditure is also significantly lower when compared to
MRTS, since existing infrastructure is but to use. However, the implementation of BRTS has
few challenges too, like, the city must have adequate number of cross sections in order to
provide right of way to the buses, maintain the quality of mixed traffic lanes and minimize
noise levels and maintain air quality.

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