Bus Rapid Transit System

Ahmedabad bus Rapid Transit System (ART) Bus Technology

Preface
BRTS consists of several components designed to function together so as to generate superior
services, which are comparable with other mass rapid transit system including metro rail system.
Some or all of these elements are integrated to form BRTS, which will ensure fast, reliable,
secure, high capacity service, which also has a distinct identity.

Elements of BRT
System Performance
CHARACTERISTICS Travel Identity Safety
Time Reliability and and Capacity
Savings Image Security
RUNNING WAY
Running Way Segregation — — — — —
Running Way Marking —
Running Way Guidance — — —
STATIONS
Station Type — — — —
Platform Height — — — — —
Platform Layout — — —
Passing Capability — — —
Station Access — —
VEHICLES
Vehicular Configurations — — — — —
Aesthetic Enhancement — —
Passenger Circulation Enhancement — — — — —
Propulsion Systems — —
FARE COLLECTION
Fare Collection Process — — — —
Fare Transaction Media — — — — —
Fare Structure — — —
INTELLIGENT TRANSPORTATION SYSTEMS
Vehicle Prioritization — — — —
Driver Assist & Automation Technology — — — — —
Operations Management — — — —
Passenger Information — — — —
Safety and Security Technology —
Support Technologies —
SERVICE & OPERATING PLANS
Route Lengths —
Route Structure — —
Span of Service —
Frequency of Service — — — —
Station Spacing — —

The system being planned in Ahmedabad will have most of these components. While planning for
the system, several issues have to be addressed. These may be with regard to the advantages of
inclusion of a component, the way to include the component in terms of its type, magnitude or
quality etc., It is necessary that these issues are addressed both at the general principal level as
well as at the specific design level for Ahmedabad.

As the BRTS concept for Ahmedabad is being developed, for better decisions a wider debate
within the planning and design team as well as with the professional circle is necessary. Wider
information dissemination is also required. To facilitate this, a series of working papers have been
planned.

Government of Gujarat
GIDB AMC AUDA CEPT University

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Of this series the Bus Technology is the first working paper. Mr. V.P. Shah, former Transport
Manager, AMTS has been the lead technical specialist in preparation of this paper.

We would like to thank LASA, New Delhi for their participation in planning and design of the
project. ITDP New York is providing technical support to CEPT in preparation of BRTS project.
We express our gratitude to Mr. Walter Hook and his colleagues. The team thanks Mr. K.
Mukundan, of IL&FS, AMTS, RUBY Coach and AUTOMOTIVE Manufacturers for their inputs.

The team welcomes suggestions on the technology choice.

Prof. H.M. Shivanand Swamy
Team Leader


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CONTENTS

1. AHMEDABAD BRTS PROJECT OVERVIEW 7
1.1. Background 7
1.2. The Initiatives 7
1.3. BRTS Initiative 7
1.4. The Corridors 7
1.4.1.Phase –I (Year – 2006) Corridor 8
1.5. Roadway Design 9

2. BRTS VEHICLE TECHNOLOGY CHOICE 10
2.1. Decision Elements 10
2.1.1.Travel Demand Assessment and BRTS Solutions 10
2.2. Vehicle Characteristics 13
2.2.1.Vehicle Dimension and Capacities 13
Seating and Standing Area Requirements 14
2.2.2.Access 15
Doors 15
Aisle Width 17
Floor Height 17
2.2.3.Fuel type and Propulsion systems 19
2.2.4.Vehicle Guidance 21
2.2.5.Aesthetics, Identity and Branding 22
2.3. Conclusions 23

3. INDICATIVE TECHNICAL SPECIFICATION 24
3.1. Dimensions, main characteristics and performance 24
3.2. Service life and Maintenance 25
3.2.1.Service Life 25
3.2.2.Maintenance Schedule 25
3.2.3.Accessibility 25
3.2.4.Inter changeability 25
3.2.5.Mechanical System and Running Gear 26
3.3. Propulsion system and performance 26
3.3.1.Top Speed 26
3.3.2.Grade ability 26
3.3.3.Power plant mounting 26
3.3.4.Engine 26
3.3.5.CNG Cylinder 27
3.3.6.Transmission 27
3.3.7.Propeller shafts 27
3.3.8.Rear Axle 27
3.3.9.Front Axle 27

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3.3.10.Steering 27
3.3.11.Suspension 27
3.3.12.Wheels and Tyres 28
3.3.13.Lubrication 28
3.4. Braking System 28
3.4.1.Performance 28
3.4.2.Service Brake/Parking Brake 28
3.5. Electrical System 28
3.5.1.Batteries 28
3.5.2.Alternator/starter 29
3.6. Instrument panel 29
3.7. Body Specification 29
3.7.1.Headroom 29
3.7.2.Noise level and engine cover 29
3.7.3.Entrance and Exit 29
3.7.4.Ventilation 30
3.8. Facilities for physically challenged 30

ANNEXURES


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List of Maps
Map 1 BRTS Network ............................................................................................................8
Map 2 Corridors Identified for BRTS Network......................................................................... 11

List of Tables
Table 2-1 Estimated Travel Demand – 2006/7 ........................................................................ 12
Table 2-2 Typical BRTS Solutions.......................................................................................... 12
Table 2-3 Typical U.S. and Canadian BRT vehicle dimensions and capacities .......................... 13
Table 2-4 Capacity and dimension of Vehicles in India ............................................................ 14
Table 3-1 Physical and Performance Characteristics............................................................... 24

List of Figures
Fig 1 Proposed Road Section for 60m ROW with exclusive bus lanes and bicycle paths...........9
Fig 2 Proposed Road Section for 40m ROW with exclusive bus lanes and bicycle paths...........9
Fig 3 Bi-fold door (Tata Star Bus)........................................................................................ 15
Fig 4 Swing door (Van Hool-A330) ...................................................................................... 16
Fig 5 Pivot door (Thunder Volt Diesel Hybrid-Electric Drive System TB-40HD) ....................... 16
Fig 6 Front and Middle Door ............................................................................................... 16
Fig 7 Front and End Door ................................................................................................... 17
Fig 8 Middle and End Door ................................................................................................. 17
Fig 9 Three Door Bus ......................................................................................................... 17
Fig 10 High Floor Bus configuration ...................................................................................... 18
Fig 11 Low Floor Bus configuration ....................................................................................... 18
Fig 12 Low Floor Bus configuration ....................................................................................... 19
Fig 13 Normal Floor Chassis ................................................................................................ 19
Fig 14 Low Floor Chassis...................................................................................................... 19
Fig 15 CNG tank on the top of the bus ................................................................................... 21
Fig 16 CNG tank below the floor bottom ................................................................................. 21
Fig 17 Transit Line Diagram .................................................................................................. 22
Fig 18 BRT Logo (Options).................................................................................................... 23

List of Annexure
Annexure 1 - Bus Catalogue – Available Options in India
Annexure 2 - List of Working Papers


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Abstract: Bus Rapid Transit system (BRT) has different components
and its main component, Bus Technology influences the quality and
success of the service. This paper discusses decision process for
selection of the BRT vehicle (Bus) and the specifications for the
same.

Technical requirements in terms of capacity, fuel, bus layout, type of
doors, floor height, electronic instrumentation, aesthetics etc., are the
core discussion points of this paper, which gives direction for
selection of BRT vehicle. Paper identifies the desirable characteristics
for Ahmedabad bus Rapid Transit (ART) vehicle.


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1. Ahmedabad BRTS Project Overview

1.1. Background
The city of Ahmedabad spread over 400 Sq. km of area, accommodates over five million people.
The main agencies governing the area are the Ahmedabad Municipal Corporation (AMC) and the
Ahmedabad Urban Development Authority (AUDA). There are a host of municipalities and
Village Panchayats within the area of AUDA providing limited urban services. The population
growth in the city has been moderate.

There are about 1.4 million vehicles registered in the city. Of these over 60% are two wheelers.
There are about seventy five thousand three wheelers providing intermediary passenger service
and about two thousand eight-seat ve hicles operating point-to-point services.

The Ahmedabad Municipal Transport Service (AMTS) has been providing public transport service
in the city for over five decades. In the eighties, AMTS had been catering to about 40% of the
trips performed in the city (about six hundred and fifty thousand trips). Today, the service has
shrunk significantly. About 350 buses cater to around two hundred and fifty thousand trips (i.e. 7-
8% of total trips in Ahmedabad). The proportion of Bicycle users in the city is also quite large (i.e.
about three hundred thousand). A quarter of the total trips made in the city are walk trips. As a
result of the above parameters, congestion; pollution and high rates of accidents are becoming
the order of the day.

1.2. The Initiatives
The State and local governments have made significant efforts to ameliorate the situation. These
include:
1. Integrated Transit Plan for Ahmedabad (IPTS) study initiated by Gujarat Infrastructure
Development Board (GIDB)
2. Ahmedabad Metro Feasibility Study initiated by GIDB
3. Suburban Rail Study by AUDA
4. Traffic Management Plans by AMC

In addition the Ahmedabad Municipal Corporation has been making attempts to improve the
existing road conditions through a comprehensive plan. The Ahmedabad Municipal Transport
Service (AMTS) has started operating CNG buses in the city.

1.3. BRTS Initiative
Gujarat Infrastructure Development Board (GIDB), recognizing that no single mode would cater to
the mobility needs of the city and that ‘Bus’ forms the most critical segment of the public transport
system in the city, has decided to develop and implement a ‘Bus Rapid Transit System’ in the
City. GIDB has thereby entrusted the system design task to CEPT University.
The road infrastructure development tasks will be carried out by a Special Purpose Vehicle (SPV)
constituted with the participation of AMC, AUDA and the State Government or directly by AMC
and AUDA (in their respective areas). It is presently envisaged that private operators selected
through competitive bidding will carry out bus operations.

1.4. The Corridors
The patronage towards a public transport system at present is very limited (7-8%). Hence the
prime objective of the initiative at this stage is to develop a market for public transport. As of
now, capacity is a secondary issue. Hence this project focuses on providing a reliable, affordable
and quality service, which is also rapid.

Based on an analysis of the socio-economic factors, travel demand patterns, road network
characteristics, proposed metro plan and existing AMTS route network as the criterions, a

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network of roads covering about 155 kilometers in length have been identified for developing the
Bus Rapid Transit System within Ahmedabad. The BRTS network has been prioritized for
implementation giving due consideration to the factors such as travel demand, ease of
implementation and potential of the route to operate as an independent route (operated by the
private operator). Integration with other proposals is taken as a key input.

Map 1 BRTS Network

Exclusive Bus Corridor
BRTS Mixed Service / FEEDER NETWORK
Metro Rail
Regional Rail Network

1.4.1. Phase –I (Year – 2006) Corridor
A circular corridor covering a length of about 60 kms has been identified as main corridor to be
implemented in the year 2006. Development of other corridors has been scheduled in 4 phases.
According to our initial estimates, operation of about 50 buses on the Circular Corridor (for 2006)
with a 6 min frequency would suffice and subsequently the number could be raised to 100 and
200 within two year time period. Fifty buses at 1500 passengers per bus/day would carry a
number totaling to 75000 passengers

Tentatively the composition of the services is expected to be as below:
1. BRTS 2006 (60 kms) – 50, 100 & 200 buses
2. BRTS Mixed Services (90 kms) - 100, 200 & 450 buses
3. AMTS (Balance) - 450,500 & 600 buses

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The numbers mentioned above indicate buses at the start of operation, after one year and after a
two-year period. One may introduce Air Conditioned and other improved type of services on
BRTS and other Corridors subsequently.

1.5. Roadway Desi gn
Considering the available road widths following median lanes have been proposed. System
Design aspects in terms of BRTS Corridor (Circular Route) – Design, BRTS Operations Design,
Bus Technology etc., have been dealt with. Initial assessment of the revenue model has been
complete. Detailed project report is being prepared.

C OF ROAD
L

Shyness Strip Shyness Strip

KERB & KERB &
INLET/ OUTLET INLET / OUTLET

1.5% 1.5% 2% 2% 2% 2% 1.5% 1.5% 1.5%
1.5% 1.5% 1.5% 1.5% 1.5%

PEDESTRIAN 2000 2500 2250 6000 3000 7000 2500 7000 2500 7000 3000 6000 2250 2500 2000 PEDESTRIAN
PATHWAY/ DRAIN CYCLE PARKING SERVICE LANE PARKING CARRIAGEWAY FOOTPATH MEDIAN BUS LANES FOOTPATH CARRIAGEWAY PARKING SERVICE LANE PARKING/ CYCLE DRAIN PATHWAY/
750 750 250 250 750 750
DRAIN PATH FOR TRUCKS/ FOR TRUCKS/ DRAIN PATH DRAIN
Shyness Shyness
UTILITIES/ UTILITIES
Strip Strip
GREEN AREA

Fig 1 Proposed Road Section for 60m ROW with exclusive bus lanes and bicycle paths

C
L OF ROAD

Shyness Strip Shyness Strip
KERB &
KERB &
INLET / OUTLET
INLET / OUTLET KERB &
INLET

1.5% 1.5% 1.5% 1.5%

PEDESTRIAN 2000 2000 2500 7000 2500 7000 2500 7000 2500 2000 2000 PEDESTRIAN
PATHWAY/ PARKING/ PARALLEL CARRIAGEWAY FOOTPATH MEDIAN BUS LANES FOOTPATH CARRIAGEWAY PARALLEL PARKING/ PATHWAY/
DRAIN DRAIN PARKING/ PARKING/ DRAIN DRAIN
UTILITIES UTILITIES

Fig 2 Proposed Road Section for 40m ROW with exclusi ve bus lanes and bicycle paths


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2. BRTS Vehicle Technology Choice

Selection of BRT vehicle must be carefully planned as it influences every aspect of transit
performance. BRT Vehicle characteristics affect overall levels of service in terms of speed,
reliability, capacity and cost. Further, vehicle selection should be matched with the characteristics
of the other elements of the system, including running ways, bus station design, service plans,
intelligent transport system (ITS) application and fare collection.

BRTS systems use specialized vehicles to give a distinct appearance and to create an unique
identity. The vehicles are sometimes articulated, environmental friendly and have features, which
increase passenger comfort and convenience. Features adopted also enhance operational
efficiency.

On several dimensions the choice of technology is limited by the governing legislation (Indian
Motor Vehicle Act and Gujarat Motor Vehicle Rules). However, there are certain critical decision
elements influencing the transit operations where choices exist. These include:

• The type of bus (Minibus, Standard Bus, Articulated Bus) determining the capacity of the
system
• Factors such as number of doors, size of doors, location of doors; floor height (Low Floor,
Semi-low Floor and High floor) affecting operating efficiency
• Positioning of the Engine (Front or rear) affecting driver comfort, door space, noise and
vibration.
• Choice of Fuel
• Type and level of access to physically challenged, and
• Aesthetics, Identity and Branding

The choice of vehicle is also going to be determined by the present developments in the
automobile sector. In the country, it is known that truck chassis are being modified for use as
buses. However, some recent developments in terms of developing semi-low floor buses with
aesthetic design are interesting. BRTS development efforts in the country will fasten the process
of innovation in this sector. Needless to mention that BRTS buses used in other parts of the world
are 8-10 times more expensive than Indian buses and therefore choice of imported buses is ruled
out.

The section below discusses the decision elements in terms of nature of decision, its impact on
operations and suggested course of decision for Ahmedabad Rapid Transit (ART). Subsequent
section outlines desirable specifications for the same.

2.1. Decision Elements

The vehicle size is a critical element determining the capacity of BRT. Other factors determining
to system capacity are dwell time, passenger trip-length/turnover, roadway d esign, frequency
etc.,

2.1.1. Travel Demand Assessment and BRTS Solutions
The decision related to system capacity relates to expected demand the system is likely to serve.
Initial travel demand assessment suggests the following requirements.


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Map 2 Corridors Identified for BRTS Network

13,17
2, 6, 16 1
1
3

5
4b

4a 5,17

7, 12, 15, 18 (Kalupur)
4a,4b,7,10,11,16, 18
10

14
(ST)
2 8, 9,14
2,15

6, 13

3

9
8,12


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Table 2-1 Estimated Travel Demand – 2006/7

% Road Length
(Feasibility to
structure closed
Total BRT Trips/day
Length system
Corridor Name of Corridor (Km) operation) 2000 2007 2015
1 VASNA-SABARMATI - NARODA-NAROL 47.5 96.44 74024 201893 236757
2 VASNA-SABARMATI 15 100.00 67523 127330 151614
3 NARODA-NAROL 18 100.00 46541 74563 85143
4a THALTHEJ TO KALUPUR 9.1 67.48 37112 71782 80810
4b SATTADHAR TO KALUPUR 9.55 82.64 40994 69798 77421
5 GHATLODIA TO VADAJ 4.92 78.90 15352 13628 15192
6 SABARMATI TO SARKHEJ VIA ASHRAM RD 17.63 97.49 42435 94905 105118
7 ISKCON TO KALUPUR 11.09 94.17 46982 94190 104111
8 ST TO NAROL TO LAMBHA 8.44 68.20 17151 32154 37446
ST TO JASODANAGAR CROSSROAD TO
9 HATHIJAN 12.81 83.21 25535 54905 61196
10 KALUPUR TO ODHAV 9.49 100.00 22422 36382 40381
11 KALUPUR TO NARODA 10.29 100.00 30899 50023 54667
12 THALTHEJ TO NAROL TO LAMBHA (UNIV ROAD) 17.15 100.03 61472 50698 60754
13 SARKHEJ TO GOTA 12.45 100.00 27769 27907 37219
PALDI TO ST VIA JAMALPUR (OPTIONAL
14 CONNECTION) 3.25 100.06 8878 12412 13263
15 ISKCON TO VASNA VIA. NEHRU NAGAR CIRCLE 6.35 100.14 27985 12829 15870
16 SABARMATI - KALUPUR 8.98 82.45 31233 66400 72635
17 VADAJ-GOTA 5.75 100.00 22540 19648 22479
SHIVRANJANI-KALUPUR VIA SHREYAS, NEW
18 BRIDGE, ST 11.57 100.00 44383 54197 61069

Given the expected travel demand on each corridor, BRTS solutions are structured. The
following are the typical BRT solutions.

Table 2-2 Typical BRTS Solutions

Transit Passengers per Type of BRT solution
hour per direction
Less than 2,000 Simple bus priority, normally without physical segregation, possible
part-time bus lane.
2,000 to 8,000 Segregated bus way used by direct services reducing the need to
transfer.
8,000 to 12,000 Segregated central busway using direct services with fast boarding
and operating speeds. Good priority at junctions
12,000 to 20,000 Segregated central bus way, with overtaking at stops; possible use
of express and stopping services, some grade separated junctions,
possible shifting to trunk and feeder service, others with good
priority


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20,000 to 40,000 Segregated central bus way with overtaking stops, trunk and feeder
system, express and stopping services, priority at intersections,
multiple stopping bays per station.
Over 40,000 This level of demand is very rare on existing bus systems. It is
possible, however, to design a BRT system that would serve up to
even 50,000 passengers per hour and direction. This can be
achieved with full segregation, double bus way, a high proportion of
express services and multiple stops. Consider also spreading the
load through two or more close corridors
Source: Adopted from ITDP with improvisation

From the above it is evident that 8-12 thousand per hour per direction capacity systems are
sufficient for Ahmedabad.

As suggested in the BRT Guide(GTZ), the best vehicle dimension is the one that permits a cost-
effective operation for the given volumes and service frequency. From the point of view of public
transport operational flexibility/efficiency, it is generally suggested that bus fleet with a range of
capacities rather than a single model is recommended.

2.2. Vehicle Characteristics
For selection of BRT vehicles following aspects must be taken into consideration.
1. External Dimension and Capacity
2. Access
- Internal Layout
- Doors & Aisle width
- Floor Height
3. Fuel Choice
4. Vehicle Guidance
5. Aesthetics, Identity and Branding

2.2.1. Vehicle Dimension and Capacities

The following are the vehicle types, which are being used as BRT vehicles in US and Europe.

Table 2-3 Typical U.S. and Canadian BRT vehicle dimensions and capacities

Length Width Floor Height Number of Number of Maximum
Door Channels Seats (including Capacity
seats in (Seated plus
Wheelchair tie - standing)
down areas)

40 ft (12.2 m) 96-102 in. 13-36 in. 2-5 35 - 40 50-60
(2.45-2.6 m) (33-92 cm)
45 ft (13.8 m) 96-102 in. 13-36 in. 2-5 35-52 60-70
(2.45-2.6 m) (33-92 cm)
60 ft (18 m) 98-102 in. 13-36 in. 4-7 31-65 80-90
(2.5-2.6 m) (33-92 cm)
80 ft (24 m) 98-102 in. 13-36 in. 7-9 40-70 110-130
(2.5-2.6 m) (33-92 cm)
Source: BRT Planning Guide


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There are also bi-articulated buses which provide capacities in the range of 240-270 persons.

Box 1 US and European Systems Using Ultra-Modern buses

Fancy buses are only about marketing. Main point is large doors and platform boarding.

Source: CBRT

It is also observed that there is a growing tendency to adopt ultra-modern looking long articulated
buses for operation. The purpose in these cases is to project image of the bus as an alternative to
rail.
The capacity and dimensions of available range of buses in India have been summarized below.

Table 2-4 Capacity and dimension of Vehicles in India

Bus types Vehicle Vehicle Capacity Capacity Total
Length (m) width (m) (seating) (standees) Capacity
Tata starbus 79
12 2.6 44 35
low floor
Tata starbus 70
Ultra low floor 12 2.6 35 35
CNG
Volvo 7700 12 2.55 30 40 70
Volvo 8500 city 80
12 2.55 40 40
bus low floor
Volvo 8500 80
13.69 2.55 40 40
intercity bus
Ashok Leyland 60-65
10.325 2.60 40 20-25
Viking BS-II
Ashok leyland 65-70
11.80 2.60 40 25-30
12 M bus
Ashok leyland 70
10.891 2.60 50 20
222 CNG Bus
Swaraj Mazda 47
7.348 2.10 32 15
Wt-50 LWB
Note:
1. For detailed specifications of vehicles please see annexure –1, Bus Catalouge.

Seating and Standing Area Requirements1

1
A typical transit seat occupies approximately 0.5 m2 (5.4 sq ft, 18 inch width by 27 inch pitch)1. Four
people can stand in one meter square area or approximately 2.7 square feet per person1. At density of three
people per square meter, no standees will be touching another standee anywhere1. Three standees per
square meter shrink dwell time at stop, as well as save time and capital


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Seating and standing area of BRT vehicle should be a function of the characteristics of the
market being served. If average trip of customers is generally less then 15-20 minutes and
passenger turnover is significantly high. Then more space should be given to standees. In that
case seating space will be same or less than standing area. By that way capacity of the vehicle
may be increased and provide open interior with better circulation characteristics. On BRTS
Corridors in Ahmedabad average trip length ranges between 4 to 6. Hence seating space may be
kept same as standing area.

2.2.2. Access
Doors in terms of number, width and placement, and floor height determine the boarding and
alighting time i.e dwell time at the bus stop.

Doors
With stops every 500 mts it is important that bus dwell time at the bus stops are kept to the
minimum so that overall vehicle utilization is increased and system capacity enhanced. While
dealing with this it has been assumed that the driver will not do ticket issue.

Following are the guidelines recommended as a practice (BT Guide-GTZ).

• One door per 10 ft of bus length should be provided
• Preferably two doors
• In terms of width it is recommended that door should be wider than 75 cm.
• Doors should be positioned to divide BRT vehicles into sections of roughly equal
capacity and circulation distances.
• Position of boarding door should be at center or at the end of rear wheel and
alighting door should come at the front.
• Door width also depends on the fare collection system, off board or on board. If
system is off board fare collection then at a time more passengers will come, for that
larger door width required.
• Door should be less complex and maintenance free with safety.

Door Types: There are five basic types of doors available. They are swing door, Bi-fold door,
Plug door, Pivot door and Sliding door. Of these first three are recommended as the other two are
complex and generally riddled with maintenance problems.

Bi-fold Doors:

• Used where wide opening
is required.
• Ideal for BRT application
• Door panels are one
quarter the width of
opening

Fig 3 Bi-fold door (Tata Star Bus)


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Swing Doors:

• Simple and easy to deploy
• Safely operated and bus
can be stop close to
station platform edges

Fig 4 Swing door (Van Hool-A330)

Pivot Doors:

• Relatively simple
• Difficult to use for wide
opening because they
intrude into the vehicle
when open
• Creating potential safety
issue.

Fig 5 Pivot door (Thunder Volt Diesel Hybrid-Electric Drive System TB-40HD)

Door Positioning: Door positioning has two dimensions. First decision is with regard to placing
of bus stops in the middle of at the verge. This will determine the positioning of the doors. In case
of Ahmedabad, the decision is to keep the bus stops on the side. (more detailed discussion on
this is presented in working Paper on Bus Stop Design). Hence doors will remain on the left side.

Further placing of the doors in the front, or middle or rear is also an issue. Two doors, one in the
middle and second in the front is suitable way of placing the doors.

CNG Cylinders are placed under the bus. This may create obstruction for placing the door in the
middle.

Please note that some of the pictures below have doors on the right side. These
are shown to illustrate the placing of doors in terms of middle or front or rear and
not left or right side of the bus.

Fig 6 Front and Middle Door
• Front door is for alighting
minimum 650 – 800 mm wide.

• Middle door is for boarding
minimum 1200 – 1500 mm wide

• Most suitable position of the
public transport vehicle


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Fig 7 Front and End Door

• End door is for boarding

• Suitable position of the public
transport vehicle

Fig 8 Middle and End Door
• Middle door is for alighting

• End door is for boarding
minimum 1200 – 1500 mm
wide.

• Not suitable door position for
public transport vehicle

• Control on alighting and
boarding is very difficult

Fig 9 Three Door Bus
• Middle door is for boarding
minimum 1200 – 1500 mm
wide.
• End door is for boarding of
wheel chairs
• Not Suitable position of door for
public transport vehicle because
it reduces the seating capacity
of the bus

Aisle Width
Aisle width influences the vehicle capacity, passenger circulation inside the bus and dwell time.
Boarding time increases by 20% when standees are present in the bus 2. Aisle width cannot be
wider than 60 cm if 2+2 perpendicular seats are there in 2.6 m wide bus.

Floor Height
Floor height influences boarding and alighting speed, simplicity and safety. There are three
options available in floor height; High floor, Low floor and Semi-low floor.

2 Kittelson and Associates, Inc., 2002

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High Floor Bus
Floor height is generally near to, 1000 mm to
1050 mm above the pavement. The
advantages are:
- Engine can be accommodated under
the floor along with fuel tank and other
electrical equipments.
- This would increase the onboard
1000 mm
passenger capacity (more space is
available on the floor) 800 mm
- However as boarding and alighting 600 mm
time would be more. 380 mm

0.00 mm

Fig 10 High Floor Bus configuration
Low Floor
Floor height is around 380 – 400 mm above the
pavement.
The basic advantages are:
• Easy and speedy boarding and
alighting.
• Low floor bus can have door behind
the rear axle.

Following are the concerns with the of the low 380 mm
floor buses:
• No space under the floor to
accommodate the engine, fuel tanks
and electrical equipments.
• These will have to be adjusted behind
the bus or else it will take space (4-8
seats area) inside the bus.
• Placing fuel tank or CNG Cylinders on
top of the bus. Refueling would be
difficult and will require higher
specifications for body. Maintenance
and operating cost is normally higher
than the high floor bus.
• Low floor bus’ driveways should be
designed and smooth, without
interruptions because it may harm bus
floor.

Fig 11 Low Floor Bus configuration


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Semi-Low floor
Semi low floor buses have floor height around
800 – 850 mm above the pavement. Basic
advantage of this type of bus are:
• The fuel tank and electrical equipments
come under the floor, so service
problems would be reduced
• Internal space loss is prevented. Semi-
low floor buses have engine in back
side and have 2 steps inside the bus.
Concerns are:
800 mm
• Semi-low floor bus has steps inside so
600 mm
accidental falls may occur.
• Floor height is higher than low floor so 400 mm
boarding and alighting time increases
0.00 mm
and therefore dwell time affects.
• There is a loss of 2 to 3 seats due to
engine in backside.

Fig 12 Low Floor Bus configuration

In terms of operations and maintenance costs, low floor buses are more expensive. In terms of
capital costs too low floor buses would be higher.

In India, efforts have been made to build semi-low floor buses with slight modification in chassis.
Fig 13 Normal Floor Chassis Fig 14 Low Floor Chassis

Though, high-floor bus can be equipped with bridge, rapidly deployed ramp, door flap or high
platform to reduce conjunction and dwell time, simultaneous operation of the same bus on
exclusive corridors (with high platforms) and on other corridors (without platform) would be
problematic.

However, resale value for vehicle owner would also be an issue if non-standard vehicles were
prescribed.

On the whole semi-low floor bus is most suitable because it gives almost all the benefits of low
floor and high floor bus, in terms of capacity, dwell time, safety and economy.

2.2.3. Fuel type and Propulsion systems
Fuel type and Propulsion systems affects the performance, ride quality, environmental impacts,
overall cost, financial feasibility and service reliability. Local availability of fuel plays major roles in
selection of the type of the fuel. There are different types of fuels like clean diesel; Standard
diesel, Compressed Natural Gas (CNG), Hybrid –electric and Electricity are available which may
use as a fuel of BRT vehicle.

19


CNG is the best option for internal combustion engines because of the no sulphur and quite
cleanly which emit lower emission. Storage of the CNG is done in on board cylinders. Normally
refueling takes more time in CNG around 15 – 30 minutes. It is near to same as clean diesel as
far as emission level is concern. With high speed compressor the filling time would come down to
5-8 minutes. One of the disadvantages is that CNG vehicle emits greenhouse gases, which are
higher than clean diesel. Although CNG vehicles require different maintenance skill, the same is
not an issue as over 200 buses are already operating in the city.

In Ahmedabad, as per the recommendation of the Supreme Court, AMTS has been operating
CNG buses. Gujarat state also has an advantage of CNG resource state and hence use of CNG
would be an automatic choice for BRTS buses.

Box 2 Features of CNG

CNG reduces:
§ Benzene emissions by 97% compared to diesel and 99% compared to gasoline
§ Nitrogen oxides by 87% compared to diesel and 35-60% compared to gasoline
§ Carbon dioxide by 10% compared to diesel and 25% compared to gasoline
§ Carbon monoxide by 90-97% compared to gasoline
§ Non-methane hydrocarbons by 50-75% compared to gasoline
§ Lead and sulfur emissions by 100% compared to both diesel and gasoline
§ Smoke and particulate matter (PM10) significantly
Advantages of CNG
§ Very easy on the engine, giving longer service life and lower maintenance costs.
§ Reduces the demand for finite petroleum supply
§ Reduces exhaust emission pollution
§ Improves fuel consumption and engine efficiency. When CNG and air in the right proportions
are brought together, they mix thoroughly and rapidly, thereby improving the combustion
efficiency, while the engine stays clean internally
§ Dry gaseous fuel does not dilute the lubricating oil, thus saving on oil filters and oil chargers
Disadvantages of CNG
§ Driving complaints due to loss of power with CNG. Dynamometer tests indicate that CNG-
fuelled vehicles have 10-15% lower power output than petrol engines.
§ Increased exhaust-valve wear in CNG-operated vehicles are anticipated due to the drying
effect of the gaseous fuel
§ Limited service availability
§ High cost of conversion
§ The additional weight of CNG cylinders does pose a problem
(Sources: Natural Gas Vehicle Coalition, EPA Office of Transportation and Air Quality, Natural Gas Vehicle
Association)

Number of Cylinders: Number of CNG Cylinders to be placed on board is an issue. For an
urban bus with less than 300 kms of vehicle utilization, 8 cylinders would be sufficient.


20


CNG Cylinder position

Fig 15 CNG tank on the top of the bus
CNG cylinders may be placed on the
top of the bus. Though this is a safe
option, bus body structure becomes
very heavy due to cylinder’s load.
Hence the cost of structure will
increase. Further, refueling at height is
difficult. Fuel pipes are at outer surface
of the bus may create safety problems.

Fig 16 CNG tank below the floor bottom
CNG Cylinders are generally placed
under the floor. In this case, refueling
is very easy. Space inside the bus gets
affected slightly. In case of leakage of
gas safety problems may arise. Fuel
pipes are below the bus and hence
safe. At time of accident, cylinders
below the floor are unsafe.

2.2.4. Vehicle Guidance
No-step, no-gap boarding and alighting can make the boarding and alighting faster and easier. It
also help customers carrying packages, having disabilities, and/or with children in strollers to
board and alight from BRT vehicles quickly and comfortably.

This would necessitate following three conditions.
1. Operate low floor buses, or equip high-floor or semi-low floor buses with bridge or rapidly
deployed ramp
2. Create a high platform to the level of step/bus floor, and
3. Provide a vehicle guidance system

There are mechanical, electronic and optical vehicle guidance systems available.

The mechanical guidance system for buses utilize a pre-cast, concrete track with low vertical side
rails or curbs that are contacted by laterally mounted guide wheels that, in turn, are connected to
the vehicle steering system’s idler arm. More recent guidance systems use a light duty track
embedded in the pavement to provide guidance and to serve as an electric return for the vehicle’s
electric power system. The mechanical systems using curbs provide positive guidance and are
safe at relatively high operating speeds (For details see BT Planning Guide)

Advanced electronic technologies (ITS) provide lateral and even longitudinal vehicle guidance.
These systems, as distinct from mechanical guidance technologies, replace physical
infrastructure with inexpensive-to-implement magnetic or optical markers on or in the running
way. Because of their ease of driver-steered vehicle entry and extraction, the operator can take
over at any time and they are compatible with operating plans that feature mixed local and
express operations on a single guide way. There are two types of electronic guidance systems

21


currently in BRT operation: (1) optical, in which a video camera detects the position of a vehicle
relative to painted lines on the pavement and steers via a servo motor in the steering mechanism,
and (2) magnetic, that works essentially the same way as optical, but uses magnets buried in the
pavement. (For details see BT Planning Guide).

Optical systems can also be manually operated. A manual optical system is simply a visual target
for the driver to focus upon while nearing the station.

To prevent collision and damage to the platform rubber padding on the platform sides can be
done.

Feasibility of use of these in our condition needs further exploration.

2.2.5. Aesthetics, Identity and Branding
A unique vehicle identity for a particular BRT service, achieved through paint schemes, colors,
icons and/or design is a necessity. System branding and identity convey important customer
information such as routing and stations served. Vehicle design can complement maps, signs,
and other information sources, further enhancing transit Rider-ship. These aspects are being
dealt with separately.

Fig 17
Transit
Line
Diagram


22


Fig 18
BRT
Logo
(Options)

Ahmedabad bus Rapid Transit (ART) Name

2.3. Conclusions

Based on the demand, technology assessment and current development in the industry following
conclusions have been arrived at.

a. The moderate demand levels estimated on the corridors can easily be handled by
operating ‘Standard Bus’ with a capacity ranging from 65 to 80 in segregated bus-ways.
From the operational point of view following appear reasonable to adopt.
• Operate standard bus (60-80 person capacity) on BRTS. Make it special with
design and comfort features
• Operate a mixed fleet of standard bus (60-80 person capacity) and mini-bus (35-
40) on other AMTS routes to have flexibility in services.
b. A Semi-low floor and low floor bus would suit the needs in Ahmedabad.
c. Multiple wide doors (center and front) are recommended.
d. At present CNG buses are in operation. Supreme Court directive, Gujarat’s advantage
with CNG leads us to conclusion that CNG should be the fuel for BRTS Bus.
e. A combination of AC and Non-AC buses will have to be operated on the Corridor.
f. It is important to have a classy look that will give the public a good marketing image.
Design aspects need more focus.
g. Specifications, since buses are to be procured by private, need to be such that more than
one manufacturer should be able to supply.


23


3. Indicative Technical specification

Based on a review of various aspects related to d emand and technology, following
3
specification details have been arrived at for further discussion and decision. The
specifications details below are in accordance with relevant Indian Standards, but
conformity with relevant internationally recognized standards will be acceptable.

These specifications cover requirements for single deck passenger buses which will be
used on BRTS exclusive and BRTS mixed service routes in the city and suburban
sections having a scheduled stop density of 2 stops per Km. The b uses shall be in
accordance with the provisions in the Central Motor Vehicle Rules 2000 and Gujarat
M.V. Rules 1989 or their latest revision applicable at the time of delivery as amended
from time to time. The supplier shall get his vehicle type approved from the Competent
Authority notified under Central Motor Vehicle Rule 126 (CMVR).

3.1. Dimensions, main characteristics and performance

A summary of the general physical and performance characteristics are shown in the
table below. The Technical specifications take precedence over summary information.

Table 3-1 Physical and Performance Characteristics

Characteristics Specification Remarks
Physical standards
Length (m) 11.5 +/- 0.5
Width (m) 2.6
Height (m) 3.25 Maximum
Wheel base (m) 6.2 Maximum
Front axle weight (t) 6 Minimum
Rear axle weight (t) 10.2 Minimum
Turning clearance circle Dia. 24 Maximum
(outer) (m)
Gross Vehicle Weight (t) 16.2 Minimum
Un laden Curb Weight (t) 9.2 Maximum
Maximum geared speed km/h 80 + or – 5
Torque Kgm/Nm 42 Kgm Minimum
Engine speed at maximum torque 1600-1800 RPM Engine will be able to take
load of AC, if attached
Grade ability 2nd gear (%) 12.5 %
Passenger Standards
Number of passenger door 2 Minimum
(A) Centre door: 1.5 m wide with folding double door Maximum
(B) Exit door: 800 mm wide with folding double door Maximum
Floor height unladen (mm) 780
First step from ground un laden 380 Maximum

3
Definitions:
Gross Vehicle Weight (GVW) means technically permissible maximum weight declared by the manufacturer of the
vehicle and certified by the test agency.
Un laden Curb Weight means the weight of the vehicle in running order, unoccupied and un laden but complete with fuel,
coolant, lubricant and tools.
Turning Clearance Circle Diameter (outer) is the diameter of the largest circle beyond which are located the projections
onto the supporting plane of all the points of the vehicle. (Ref. IS : 9435 – 1980)
Passenger means a person other than driver or a member of the crew.
CMVR means Central Motor Vehicle Rules

24


(mm)
Number of riser inside bus 2 Maximum
Height of riser (mm) 200 – 225
Depth of first step (mm) 400 Minimum
Depth of second step ( mm) 300 Minimum
Saloon head room (mm) 1900 Minimum
Gangway width (mm) 730 Minimum
Seat width (mm) / per passenger 400
Seat Depth (mm) 400
Passenger carrying capacity 43 Minimum
Power Plan and Systems
Location Preferably Rear
Fuel CNG
Emission Standards Bharat stage III (Euro-III)
Fuel tank Capacity (kg) 8 to 9 cylinders Minimum 100 kg gas at 200
bar.
Fuel tank location Under Chassis Frame
Turning Circle The turning circle diameter (outer)
shall not exceed 24 m.
Gross Vehicle Weight Shall be designed for 16,200 kgs.
Minimum.
Un laden curb weight Shall not exceed 9,200 kgs

3.2. Service life and Maintenance

3.2.1. Service Life
The bus shall be designed to operate as a heavy-duty urban transit bus for at least
fifteen years, under Ahmedabad operating conditions. It shall be capable of operating at
least 80,000 kms per year, up till the fifteenth year.

3.2.2. Maintenance Schedule
The maintenance tasks shall be related to Kilometer intervals and should, as far as
possible, be in multiples of 4000 kms. (Higher intervals shall be preferred). These
intervals shall be, as far as possible, consistent with the requirement of the mean
kilometers to failure. The mean kilometers shall be greater than 45,000 kms for any type
of failure may interrupt the service and cause discomfort to the passengers. However,
for the failure which leads directly to the passenger’s or driver’s injury i.e. total loss of
vehicle brakes, steering etc. the mean kilometers shall be greater than 10,00,000 kms.
No maintenance tasks shall require any special skill.

3.2.3. Accessibility
Assemblies/units shall be so mounted that they are easily accessible and can be
removed without disturbing other components. Particular attention shall be given to easy
accessibility of units such as fuel injection pump, injectors, water pump, fuel, and
lubrication filter, inlet and exhaust manifolds, air compressor, radiator, CNG cylinder,
starter, alternator, gear box, rear axle, propeller shaft, springs, brake valves etc.

3.2.4. Inter changeability
Components with identical functions shall be interchangeable to the extent practicable.
These components shall include, but not be limited to, passenger windows, window
hardware, and interior, lamps, lenses, wheels and seat assemblies. Components with
non-identical functions shall not be, or appear to be, interchangeable.


25


3.2.5. Mechanical System and Running Gear
The bus under-frame shall be of robust construction, treated with anticorrosive coating.
A sturdy towing eye rigidly fastened on the near side shall be provided at the front. The
vehicle identification number shall be punched properly in such a manner that its pencil
impression on paper is clearly visible even in 15th year, as it is required to be produced
to Regional Transport Officer for fitness renewal every year.

3.3. Propulsion system and performance

3.3.1. Top Speed
The bus shall have a top speed of 80 + 5 km/h on a straight level road at GVW and with
all accessories operating.

3.3.2. Grade ability
The bus shall be capable of climbing a gradient of minimum 12.5% in second gear at
GVW with a grade ability of 15% preferred. Sufficient excess power shall be available
to maintain a speed of about 50 km/h while climbing a 2.5% grade at GVW and with all
accessories operating.

3.3.3. Power plant mounting
The engine mounting shall be such as to minimize transmission of vibration to the bus
structure. The engine foundation and mounting shall be so located as to facilitate easy
accessibility and replacements.

3.3.4. Engine
The bus shall be powered by a CNG engine mounted preferably at the rear of the
vehicle having following specification.

§ Four-stroke CNG engine with rated gross power of 95 kW +/- 20 kW.
§ Peak torque 400 Nm minimum at less than 65% of max. engine speed. 60% preferred.
§ Emissions level to meet Bharat Stage- III (Euro-III).
§ Drive past noise level under full power and load to be limited to 78 dB (A).
§ Equipped with pre-cleaner and efficient dry type air filter, latter fitted with a depression
indicator to indicate when servicing is required.
§ The engine shall be cooled by a water based, closed type cooling system that when
properly maintained does not permit boiling or coolant loss during the most severe
operations possible with the bus loaded to GVW and with ambient temperature upto
430. Good quality thermostat shall be fitted and it shall be easily accessible for
replacement. Equipped with temperature controlled cooling fan operated with electrical
or hydrostatic clutch. Coolant system shall have a header/de - aeration tank and top up
shall only be possible from inside the bus.
§ Equipped with sensors for electrical engine oil pressure and coolant temperature
gauges.
§ Equipped with heavy-duty replaceable, filters for efficient operation. The engine oil
filter shall be dual type i.e. full flow filter coupled, with by-pass filter.


26


3.3.5. CNG Cylinder
Eight to nine cylinders of CNG will be provided below the chassis frame. Each has about
12 kg gas at 200 Bar.

3.3.6. Transmission
Transmission shall be through a single plate dry clutch of minimum 350 mm dia and with
non-asbestos facings. Clutch pedal release load shall be 20 kg. + 5 kg. Gearbox shall be
synchromesh with at least five forward speeds (six speeds optional) of suitable ratios.

3.3.7. Propeller shafts
The propeller shafts shall be of minimum 4500 Nm torque capacity. Each propeller shaft
shall be replaceable without disturbing the other propeller shafts, cross members or
companion flange. Provision for easy replacement of worn out universal joints and
bearings shall be preferred.

3.3.8. Rear Axle
Rear Axle shall be fully floating, single reduction pinion and bevel hypoid drive type. The
axle capacity shall be 10.2 tonnes minimum. The differential gear assembly shall
preferably be such that it can be removed from front as a unit. Air pressure brake pipes
shall be located in such a way that they are not fouling with other parts and are not
susceptible to damage due to failure of other components.

3.3.9. Front Axle
Front Axle shall be heavy "I" Section alloy steel forging of minimum 6 tonnes capacity
with reverse Elliot design. King pins shall be of robust design. The front axle geometry
shall be so designed as to facilitate easy steering and avoid excessive/uneven wear on
tyres.

3.3.10. Steering
The steering position shall be on the right hand of the bus. The steering system shall be
integral type power assisted and sufficiently rugged in design to withstand peak road
shocks without risk of component failure or inadvertent alteration of steering geometry.
Fatigue life of all steering components shall be designed to exceed the vehicle life. The
steering column shall be provided with at least one universal joint to allow rake
adjustment of the steering wheel.

3.3.11. Suspension
Bus suspension shall be pneumatic type and shall have a load rating compatible with
that of axles. The front suspension may be by taper-leaf springs having Weveller type
ends, or an equivalent low maintenance design, only on a front-engine bus. The
mounting elements of the suspension system shall last the life of the bus without major
overhaul or replacement, when properly operated, serviced and maintained as
prescribed by the supplier. Hydraulic type double acting shock absorbers shall be fitted
on both the axles to take vertical damping. Shock absorber mountings shall be such as
to facilitate easy removal/fitment and maintenance. Progressive bump rubbers and
rebound straps shall be fitted to restrict axle travel under extreme dynamic loads.


27


3.3.12. Wheels and Tyres
Radial tyres (of adequate load capacity) shall be fitted on the front and rear axles. The
tyres shall be fresh from factory and shall not be more than six months old at the time of
delivery. Tyres of size 10.00 x 20, 16 ply rating, shall be preferred. Wheels shall be 10
stud types with spigot location.

3.3.13. Lubrication
Lubricating points shall be provided for all relevant elements of the steering,
transmission and suspension systems. These points shall be easily accessible for
lubricating with power-operated machines. "Hydraulic" type grease nipples shall be
provided.

3.4. Braking System
3.4.1. Performance
The foundation braking system shall provide a minimum retardation for a full laden bus
of 0.5 g. under emergency application without assistance from any retarder or exhaust
brake. The emergency brake shall provide a minimum retardation for a fully laden bus of
0.25 g. The parking brake shall be able to hold the bus stationary on a gradient of 16%,
irrespective of its load or the direction it is facing.

3.4.2. Service Brake/Parking Brake
Fully compressed air brake system with drum type foundation brakes shall be provided
for all four wheels. Vertically split dual-line system with spring brake actuators on rear
axle only, shall be incorporated. Pressure gauges for both circuits, and low-pressure
audiovisual warning indicators shall be provided in the driver's cab.
§ Hand brake shall be of graduated hand control type operating with the brake actuators
on rear wheels.
§ Effective air dryer shall be provided to enhance the life of brake units.
§ Manual drain valves shall be provided on the air reservoirs.
§ The foundation brake assemblies shall be fitted with proven automatic slack adjusters.
§ Air pressure line shall be treated for corrosion resistance inside & outside.
§ The system shall also include quick release valve for rear spring brakes.

3.5. Electrical System
The system shall be 24 volt DC double pole wiring type proffered but single pole
negative ground accepted and suitably by means of circuit breakers. The battery main
cable and bridge connection shall be enclosed in high density PVC sleeves. The junction
box shall be protected to prevent ingress o water. A battery-isolating switch (main
f
switch) shall be provided near driver seat.

3.5.1. Batteries
Four nos. of 6 V low maintenance batteries of min. 150 AH capacity at 20 hour rate of
discharge shall be supplied.


28


3.5.2. Alternator/starter
An alternator dynamically balanced of minimum 45 amps. Shall be fitted. The starter
motor shall be axial type flange mounted with minimum rating of 3.5 KW both theses
units shall be so located as to minimize ingress of oil or rain water into them.

3.6. Instrument panel
The panel should be easily accessible to the driver and should consist of:
1. speedometer with kilometer counter
2. twin air pressure gauge
3. flashing/direction indicator with breakdown switch
4. Audible buzzer or warning lamp for low air pressure.
5. A warming lamp for charging rate if batteries.
6. dipper switch
7. Temp. gauge
8. Engine oil pressure gauge. (Electrical)
9. Tachometer to indicator engine RPM

3.7. Body Specification
Specifications for Body shell, Interior are to be evolved keeping in view the special
service identity

3.7.1. Headroom
Headroom in the gangway shall be no less than 1900 mm. and shall not exceed 2100
mm.

3.7.2. Noise level and engine cover
§ The noise level at any seating position in the bus shall not exceed 82 dB (A) during
maximum acceleration.

§ The design of the engine cover shall be such as to minimize the transmission of noise
and heat insofar as that is practicable. It shall be sufficiently sealed to minimize
leakage of hot air and gases. Engine cover insulation shall not absorb oil or hydraulic
fluid and shall be frame retardant.

3.7.3. Entrance and Exit
§ Entrance doorway shall be in the centre of bus and exit doorway shall be in front of
front axle. Bi - Fold doors are required to be fitted in the doorways.

§ Exit doorway openings' width shall be minimum 650 but preferably up to 800 mm.
Entrance doorway openings width shall be around 1500 mm.

§ The height of the first step in the doorway above ground level in the un laden condition
shall be 380mm (+ 0 mm - 10 mm.). Two further step risers may be provided to reach
the floor of the b us, each being of no more than 225 mm. height with 200 mm.
preferred. The depth of exit door of these steps shall be no less than 300 mm. and for
entrance door depth of first step at least 400 mm and for 2nd step at least 300 mm.

§ Step edges shall be clearly marked in a contrasting and durable finish. Step surfaces
shall be angled to shed water and have a durable non-slip finish.


29


3.7.4. Ventilation
Primary ventilation of the bus shall be by means of opening windows. Primary ventilation
shall be supplemented by a passive means of air extraction from a moving bus located
towards the rear of the roof or in the rear dome. The Forced ventilation system can
capable of changing the air in the bus 20 times per hour shall be provided.

3.8. Facilities for physically challenged
Facilities for the physically challenged needs to be planned as part of BRTS design. In
case of Mumbai, BEST in its undertaking to Honorable Bombay High Court, had agreed
and adopted the provisions as presented in Box-3.

Box 3 Provisions by BEST for Physically Challenged

• Three left side seats are exclusively reserved for as priority seats for
handicapped persons.
• Boarding and alighting for disabled persons is permitted by the front door.
• The priority reserved seats are prominently labeled as being reserved for
disabled persons.
• Adequate hand rails and stanchions are provided at the entrance for disabled
persons in a configuration which allows disabled persons to grab such assist
from outside the vehicle while starting to board and to continue using such
assists throughout the boarding/alighting process until the handicapped
persons reach the designated seating area.
• The first step height at the front is lowered to 400 mm.
• Ring bracket and Velcro Rexine belt is provided for keeping crutches properly
secured.
• Foot steps are colored.
• Additional stanchion is provided on the seat frame of single seat reserved for
handicapped.

BRTS Ahmedabad will at least have the above mentioned as minimum provisions.

Conclusions:

The specifications above are indicative and made based on the current developments in
the automobile industry. The interaction with the industry planned on October 28, 2005 is
expected to bring forth some additional information on several aspects. Based on the
discussions final specifications will be arrived at.


30

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